Manual for Gloucestershire Streets

July 2020

© Crown Copyright and database rights 2019, Ordnance Survey 100019134

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Contents

Introduction ........................................................................................................................ 5

Aims of the Manual ........................................................................................................ 5

Using this Manual .......................................................................................................... 5

Promoting Joint Working ................................................................................................ 5

Statutory Function.......................................................................................................... 5

Management of the Transport Network ........................................................................... 6

Streets in Context ............................................................................................................... 7

Street or Road and Place and Movement ....................................................................... 7

A Hierarchy of Streets and Roads .................................................................................. 7

Policy Review..................................................................................................................... 9

National Planning Policy Framework (NPPF) .................................................................. 9

Local Plans .................................................................................................................... 9

Neighbourhood Plans..................................................................................................... 9

Local Transport Plan ...................................................................................................... 9

Gloucestershire County Council Policy Hierarchy ......................................................... 11

Objective Setting.......................................................................................................... 12

Design ............................................................................................................................. 13

Context Appraisal ........................................................................................................ 13

Connectivity and Accessibility....................................................................................... 13

Meeting the Needs of People with Protected Characteristics ......................................... 14

Crime Prevention ......................................................................................................... 15

Supporting Physical Activity ......................................................................................... 15

Quality Places.............................................................................................................. 16

Building with Nature ..................................................................................................... 16

Reducing Clutter .......................................................................................................... 17

Planting ....................................................................................................................... 17

Supporting Physical Activity ......................................................................................... 17

Creating Child Friendly Communities............................................................................ 18

Conservation Areas ..................................................................................................... 19

Areas of Outstanding Natural Beauty............................................................................ 19

Pre-application Engagement and Appraisal Requirements ................................................ 21

Planning Application Process............................................................................................ 27

Detailed Design Matters ................................................................................................... 29

Traditional Junction Design .......................................................................................... 29

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Contemporary Junction Design .................................................................................... 29

Street Character Types..................................................................................................... 34

Innovative Street Design .............................................................................................. 34

Clarification on the use of Level Surfaces ..................................................................... 35

Common Design Requirements ........................................................................................ 36

Enhanced Street............................................................................................................... 37

Informal Street.................................................................................................................. 38

Pedestrian Prioritised Streets............................................................................................ 40

Private Shared Drives and Courtyard Parking Areas ......................................................... 42

Industrial Access Road ..................................................................................................... 43

Private Streets.................................................................................................................. 43

Other Street User’s Needs ................................................................................................ 44

Public Rights of Way (PROW) ...................................................................................... 44

Public Transport........................................................................................................... 45

Bus Routes .................................................................................................................. 45

Bus Stops .................................................................................................................... 45

Real Time Passenger Information ................................................................................ 46

Bus Priority Measures .................................................................................................. 46

Rail.............................................................................................................................. 46

Community Transport................................................................................................... 47

Emergency Vehicles .................................................................................................... 47

Provision for Parking ........................................................................................................ 48

Houses and Apartments............................................................................................... 48

Houses of Multiple Occupancy ..................................................................................... 49

Visitors ........................................................................................................................ 49

Car Clubs .................................................................................................................... 49

Controlled Parking Zones ............................................................................................. 50

Care Homes ................................................................................................................ 50

Commercial / Industrial (Non-Residential) ..................................................................... 50

Car Free Development / Reduced Parking Levels......................................................... 50

Educational Facilities ................................................................................................... 50

Other Users Needs In Non Residential ......................................................................... 50

Specifications .............................................................................................................. 51

Construction and Adoption................................................................................................ 53

Advanced Payments Code ........................................................................................... 53

New Footway/Verge Crossings .................................................................................... 54

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Checking Underground Utility Services ......................................................................... 54

Choosing a Contractor ................................................................................................. 54

Funding the New Access.............................................................................................. 54

Request an Application Pack........................................................................................ 54

Bonding of Highway Works .......................................................................................... 54

Implementation................................................................................................................. 57

Detailed Design, Technical Approval, Construction and Adoption .................................. 57

Making an Application for an Agreement ...................................................................... 57

Making a Submission for Technical Approval ................................................................ 58

Traffic signal design and details ................................................................................... 58

Issuing Technical Approval........................................................................................... 58

After Obtaining Technical Approval............................................................................... 59

Road Safety Audits ...................................................................................................... 59

Traffic Management Systems ........................................................................................... 60

Introduction.................................................................................................................. 60

Traffic Regulation Orders ............................................................................................. 60

Traffic Signals .............................................................................................................. 60

Variable Message Signs............................................................................................... 61

Traffic Signs and Road Markings .................................................................................. 61

Street Furniture and Other Roadside Equipment........................................................... 61

Street Lighting ............................................................................................................. 62

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Introduction

Aims of the Manual Manual for Gloucestershire Streets (MfGS) provides guidance to developers, their

consultants and design engineers, Local Planning Authorities, Parish and Town Councils,

and the public on how new development within Gloucestershire can contribute towards the

provision of a safe and sustainable transport network within the County.

MfGS seeks to reflect the advice given in national design guidance, such as Manual for

Streets, Manual for Streets 2, and the Design Manual for Roads as well as a wide range of

best practice documents covering different aspects of the transport system. MfGS a lso

seeks to strike the right balance between allowing the designer the flexibility needed to

create distinctive high quality developments, whilst also ensuring that layouts stand the test

of time and are cost-effective to maintain.

This document supersedes all previous revisions of Manual for Gloucestershire Streets and

ancillary standing advice. Manual for Gloucestershire Streets will be reviewed annually to

ensure that it remains current to changes in national and local policy and to reflect on

emerging evidence. The document may be reviewed sooner should a more fundamental

change be needed.

Using this Manual MfGS is a web-based document, and no hard copies will be published. This format will

make it easier for sections of MfGS to be updated as and when a local or national policy

change, or new best practice guidance, is published .

Users of MfGS are therefore advised not to print out their own hard copies, but to always

refer to the Council’s website to ensure that they are using the most up to date version of the

document.

Promoting Joint Working Manual for Streets reinforces the message that the route to successful development is

through a coordinated design process. The Council advocates this approach and supports

the establishment of development teams to promote joint working whereby all necessary

stakeholders can be involved at an early stage. Therefore, the Council encourages

developers, designers and the other local authorities in Gloucestershire to involve the

Council at the earliest opportunity in discussions about any new development proposal.

Statutory Function Within Gloucestershire, Gloucestershire County Council is the Local Highway Authority

(LHA) charged with fulfilling the statutory duties as set out in the Highways Act 1980, Traffic

Management Act 2004 and other relevant legislation.

The Highways Development Management (HDM) Team is responsible for co-ordinating the

Highway Authority’s response to consultations received on planning applications and new

development proposals in respect to highways and transport issues. The HDM Team can be

contacted at devcoord@gloucestershire.gov.uk

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The Highways Legal Agreements (HLA) Team reviews technical submissions for junction

alterations and prospective Highways. The HLA Team can be contacted at

highwaylegalagreements@gloucestershire.gov.uk

Management of the Transport Network The Council, as Local Highway Authority (LHA), is responsible for the management of the

following elements of the transport network:

All public highways with the exception of the Trunk Road network, which is managed by the

Highways England (see below).

• Public Rights of Way.

• On-street car parking.

• Some public off-street car parking (where associated with Council-run facilities such

as Country Parks).

• Some bus services.

• Community Transport schemes.

The below table shows those elements of the transport network that the Council is not

responsible for, and identifies those authorities, agencies and companies who operate or

manage them.

Element of the Transport Network Responsible Body

Trunk Road Network (M5 and M50

motorways, sections of the A40, A46,

A417 and A419)

Highways England

Rail Network Network Rail

Railway Stations and Services Train Operating Companies (First Great

Western, Arrive Trains Wales, Arriva

Cross Country)

Bus services (commercial) Bus Companies (Stagecoach,

Bennett’s, Marchants, and numerous

others)

Bus Stations and Bus Stops District, Parish and Town Councils, Bus

Companies

National Cycle Network Sustrans

Off-street Car Parks District Councils

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Streets in Context

Street or Road and Place and Movement In addition to allowing people and goods to travel from one location to another, the transport

network can cater for a wide range of activities. Whilst on parts of the network, such as the

rail network and motorways, travel is the main activity, on other parts, notably the Local

Highway Network, a range of activities can be expected and travel will involve several

different modes of transport. A typical street will be used by a mixture of people on foot or

cycling, and a range of vehicles from motorcycles to lorries. The street will also be the

location for a range of other social and economic activities, such as markets,

demonstrations, eating and drinking, and sightseeing. The mix and range of uses will, of

course, vary according to the locality, with Westgate Street in Gloucester or The Promenade

in Cheltenham being used for a wider range of activity than an average residential street.

When designing new street layouts, or proposing significant changes to existing streets, the

likely mix of users and activities needs to be considered, and any specific priorities relating

to the function of the street identified. For example, the Traffic Management Act 2004 places

a duty on the LHA to manage its road network with a view to achieving a number of

objectives, including securing the expeditious movement of traffic on the road network. In

fulfilling this duty, the LHA will need to adopt specific policies or objectives in relation to

different roads or classes of road in their local road network.

Traffic comprises all types of road user. There is nothing in the Traffic Management Act 2004

to suggest that the emphasis in performing that duty should only be on the expeditious

movement of motorised traffic, but clearly there are situations where the need for motor

vehicles to travel relatively easily and with as little delay as possible is important if the

County is to function effectively. There may be occasions where, having considered the

user hierarchy in the manner set out at Table 3.2 of Manual for Streets, it is necessary to

give greater emphasis on 'movement' than would normally be the case.

Therefore, whilst the principles set out in Manual for Streets to setting road hierarchies and

prioritising amongst road users will generally be applied within Gloucestershire, there will be

some circumstances where other priorities relating to the duties set out in the Traffic

Management Act will take precedence. Examples will include giving priority to the

movement of traffic in the most efficient manner on those routes, such as the Gloucester

South West Bypass, identified as part of the Principal Route Network (PRN). The map

included in Appendix A of this document shows the PRN and route hierarchy for the

Gloucestershire network.

A Hierarchy of Streets and Roads The Council supports innovative and attractive development within Gloucestershire. The

NPPF states that developments should establish a strong sense of place, using streetscapes

to create attractive and comfortable places to live, work and visit. Whilst MfGS sets out the

broad design principles, the Council will engage with developers who wish to try something

different, as long as it can be demonstrated that what is proposed will result in a safe and

sustainable transport system being inherited by the local community. In particular, when

proposing innovative designs that are out of the scope of MfGS a Developer will need to

demonstrate that they will promote the safety of all road users. If a Developer were to

propose the use of enhanced materials they will need to demonstrate that such use will be

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financially sustainable in the long term. It is recommended that early consultation with the

Council takes place with regard to innovative layouts, and that these principles are

established at pre-application stage to avoid prolonged discussion later in the planning

process.

Taken together, Manual for Streets 1 and 2 (MfS1 / MfS2) and the Design Manual for Roads

and Bridges (DMRB) give a framework for the design of new transport infrastructure, but it is

the Council’s role as LHA to determine which design guidance best fits a specific location on

the highway network. This responsibility will require a judgement to be made balancing

statutory requirements placed upon the Council against the guidance that is in place. MfS1

(paragraph 1.4.5) strongly recommends "that local authorities review their standards and

guidance to embraces the principle of MfS".

MfS2 stresses that a street may be made up of a number of sections with different functions

and character, and so the design principles will also differ depending on the character of

each part of a highway. There are many variables involved and it would be inappropriate to

have fixed requirements based on pre-conceived street character types. It should also be

recognised that the majority of Gloucestershire’s highway network is historic in nature, and

the layout can differ significantly over relatively short sections of road. Therefore, the design

of the road layout within a new development will need to pay due regard to the historic street

pattern that the development is connecting to. It may be inappropriate for example, to have

wider roads provided in a development when those roads are connecting to narrow streets,

as this could send inconsistent messages to drivers or other road users. As a starting point,

MfGS includes a hierarchy of roads and streets that can be used to inform the design

process and this hierarchy needs to be placed in the context of the historic road

environment. Further guidance on each of these can be found later in the document.

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Policy Review

There are a number of key documents that can inform the design process and, if the policies and processes outlined in these are followed, their use should help to prevent modifications to a scheme being required at a later stage. National Planning Policy Framework (NPPF) The guidance can be obtained from the Department for Communities and Local Government

www.communities.gov.uk/publications/planningandbuilding/nppf Developers are recommended to consult this website to ensure that when preparing proposals for new development, they are using the most up to date Government guidance. Local Plans The Local Planning Authority (LPA) is responsible for setting out the local planning policies within a Local Plan. Each of the LPA’s will be required to adopt new Local Plans in accordance with the requirements of the NPPF. Developers should consult the relevant District Council website to obtain the latest position in relation to the Local Plan process. Site-specific policies in the Local Plans may already set out a policy framework for the development of a specific site, including transport policies and proposals that are applicable to that site. The LHA provides input on transport issues to the Local Plan process within each District, and therefore the transport policies contained within each Local Plan will generally be aligned with the Council’s adopted transport strategy. However, Developers are advised to ensure that development proposals also accord with the Council’s transport strategy, as set out in the Local Transport Plan. Neighbourhood Plans A Parish Council or Neighbourhood Forum may have also prepared a Neighbourhood Plan. These plans set out planning policies to determine decisions on planning applications and can grant planning permission through Neighbourhood Development Orders and Community Right to Build Orders for specific development which complies with the Order. Neighbourhood Plans must be in general conformity with the strategic policies of the Local Plan and once brought into force, the Neighbourhood Plan policies will take precedence over existing non -strategic policies in the Local Plan. Local Transport Plan Gloucestershire’s Local Transport Plan provides the vision and policy context for local

transport from April 2011 through to March 2031. The current LTP was adopted by

Gloucestershire County Council at a meeting of full Council in March 2011 and therefore it

should be used as material consideration in planning applications and appeals. The LTP

and its supporting documents can be viewed on the Council’s website. The LTP is

periodically reviewed and therefore applications will be reviewed against the policies

published at that time.

The overall LTP vision is to secure the provision of a safe and sustainable transport system.

In this context, safe means a transport network that people feel safe using whatever their

mode of travel, and one that is designed so that where collisions do happen the risk of

casualties resulting is minimised. Sustainable means a network that is designed to contribute

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towards the reduction in carbon and other vehicle emissions, whilst also being financially

affordable to operate within the constraints of public sector finances.

Underlying this vision, the LTP sets out the following objectives:

• A greener, healthier Gloucestershire • Sustainable economic growth

• A safer, securer transport system

• Good access to services

The LTP will have identified suitable improvements to the transport network that cost

effectively limit the significant impacts of new development that generate significant amounts

of movement. Although the LTP assumed that significant development would occur in those

locations identified as Areas of Search in the draft Regional Spatial Strategy, many of the

improvements (especially in respect of sustainable transport modes) would equally apply to

most developments. It is expected that contributions towards the costs of the improvements

to the transport network that are required to limit the significant impacts of new development,

will be secured.

MfGS forms part of the suite of documents that come under LTP, as well as being adopted in

its own right. LTP will be reviewed to take account of changes to the Development Plan and

national planning guidance.

Developer’s should also be aware of the other supporting documents to LTP, including the

Transport Asset Management Plan and the Rights of Way , the Countryside Access

Improvement Plan and the Local Cycling and Walking Infrastructure Plan, as these will

contain policies and processes that may be applicable to a proposed development. These

documents can be found on the Council’s website (www.gloucestershire.gov.uk).

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Gloucestershire County Council Policy Hierarchy

CORPORATE STRATEGY

GCC Corporate Objectives

LOCAL TRANSPORT

PLAN

GCC Transport Strategy

OPERATIONAL STRATEGIES:

MANUAL FOR GLOUCESTERSHIRE STREETS

TRANSPORT ASSET MANAGEMENT PLAN

LOCAL FLOOD RISK MANAGEMENT STRATEGY

RIGHTS OF WAY AND COUNTRYSIDE ACCESS

IMPROVEMENT PLAN

DETAILED POLICY DOCUMENTS:

E.G.: TRAVEL PLAN GUIDANCE / ENHANCED

MATERIALS / COMMUTED SUMS / HIGHWAY

MAINTENANCE STANDARDS

GLOUCESTERSHIRE SuDS DESIGN AND

MAINTENANCE GUIDE

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Objective Setting The Council will seek to ensure that:-

• Development is located in communities which are, or can be made sustainable,

through limiting the need to travel and offering a genuine choice of transport modes.

This can help to reduce congestion and emissions, and improve air quality and public

health.

• Appropriate opportunities to promote sustainable transport modes can be – or have

been – taken up, given the type of development and its location;

• Safe and suitable access to the site can be achieved for all users; and

• Any significant impacts from the development on the transport network (in terms of

capacity and congestion), or on highway safety, can be cost effectively mitigated to

an acceptable degree.

Applications for development should:-

• Give priority first to pedestrian and cycle movements, both within the scheme and

with neighbouring areas; and second – so far as possible – to facilitating access

to high quality public transport, with layouts that maximise the catchment area for

bus or other public transport services, and appropriate facilities that encourage

public transport use;

• Address the needs of people with disabilities and reduced mobility in relation to

all modes of transport;

• Create places that are safe, secure and attractive – which minimise the scope for

conflicts between pedestrians, cyclists and vehicles, avoid unnecessary street

clutter, and respond to local character and design standards.

• Allow for the efficient delivery of goods, and access by service and emergency

vehicles; and

• Be designed to enable charging of plug-in and other ultra-low emission vehicles

in safe, accessible and convenient locations.

All developments that will generate significant amounts of movement should be required to

provide a Travel Plan, and the application should be supported by a Transport Statement or

Transport Assessment so that the likely impacts of the proposal can be assessed.

These objectives reflect the requirements expressed in the Nations Planning Policy

Framework and are applicable for developments of all scale.

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Design

Context Appraisal The NPPF and MfS place great emphasis on the benefits derived from good design and the

effective context appraisal, relating a new development to the existing infrastructure. It is

recommended that this process is conducted at the earliest possible opportunity, prior to

developing a movement framework (explained in further detail in Section 3.6 of MfS1).

Consideration should be given to connecting developments to existing links and possibly

upgrading existing footpaths. Cul-de-sacs should be avoided because they tend to result in

poor connectivity and do not assist with place-finding. This approach aims to improve the

potential connectivity of a new development with the existing locale. Other contextual

elements might include, for example, place, landscape, built environment, use and heritage.

Connectivity and Accessibility The accessibility of a development that generates significant amounts of movement is a key

contributor to whether or not it is likely to be sustainable and meet the Promoting

Sustainable Transport policies of the NPPF. It is desirable that such developments are

located so as to be easily accessible by other modes of travel. Journeys on foot comprise

an element of almost all journeys; even the most hardened car user has to walk from the

parking place to their destination. Public transport provides the most viable option for longer

journeys. The emphasis in Gloucestershire tends to be on bus rather than rail services due

to the limited number of rail routes and stations in the County. However, for such

developments in communities with a rail station, rail can provide an attractive option for

travel both within Gloucestershire and further afield. The bicycle provides another

alternative to the private car and over any given time can make a development accessible to

a wider area than by walking.

A fundamental principle of development that generates significant amounts of movement in

planning terms is for it to be located in the right place, allowing people to easily access the

services that they need for day to day life, such as employment, education and shops. To

ensure inclusivity good accessibility should be possible by non-car modes. The

concentration of large-scale development in existing built-up areas can result in linked trips,

where people can visit several places in one journey, and it is in the larger urban areas

where improvements to infrastructure that will benefit users of development in the future are

likely to take place. Consideration will also be given as to whether other facilities being

promoted as part of a development will improve access to services for residents of existing

development.

Outline/Detailed Master Plans Master planning is also an essential element of designing larger developments in particular

and provides an opportunity to ensure that critical connections to existing development and

the surrounding area are given due consideration at an early stage of the process. Table 3.2

of MfS, reproduced below, gives the user hierarchy order that should be followed in the

design and assessment of all development proposals. Permeable developments and good

design are directly associated with each other and when considering the location of blocks

and buildings connectivity for pedestrians and cyclists, and routes for buses, service and

emergency vehicles must be provided and these should be given priority over other

motorised traffic. It is of course equally important, particularly on larger developments built

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in separate phases, that key parts of the infrastructure are in place for all occupants and/or

users of a particular phase to use without having to wait for other phases to be completed.

User Hierarchy (from Manual for Streets – Table 3.2)

MfS makes it clear that good connectivity between proposed development and existing

services and facilities is essential if pedestrian and cycle journeys are to be encouraged. In

turn, pedestrians and cyclists will bring vitality to a street and this should create a more

secure environment. Developers should identify key facilities (such as shops, schools and

bus stops) in the vicinity of the site and also other less regularly used facilities such as

community centres, public open space, play areas and doctor's surgeries, which are likely to

be frequent destinations for residents of a development or, and to a lesser extent,

employees in the case of many commercial developments. Where practical to do so,

opportunities priority should be given to pedestrian and cycle movements and access

provided to high quality public transport facilities. The needs of people with disabilities need

to be considered by all modes of transport. In respect of development that will generate

significant amounts of movement, depending on the nature and location of the site, the

opportunities for sustainable transport modes should be taken up, to reduce the need for

major transport infrastructure improvements. The following issues may also have a bearing

on the degree of permeability that can be achieved.

Meeting the Needs of People with Protected Characteristics Gloucestershire County Council, like all public bodies, follows the requirement of the Equalities

Act 2010.

Section 149 – Defines the Public Sector Equality Duty. The legislation be found

http://www.legislation.gov.uk/ukpga/2010/15/section/149

Key points for the Highway Authority to note in the context of new developments are:

1 (b) advance equality of opportunity between persons who share a relevant

protected characteristic and persons who do not share it;

3 Having due regard to the need to advance equality of opportunity between persons

who share a relevant protected characteristic and persons who do not share it

involves having due regard, in particular, to the need to—

(a) remove or minimise disadvantages suffered by persons who share a relevant

protected characteristic that are connected to that characteristic;

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b) take steps to meet the needs of persons who share a relevant protected

characteristic that are different from the needs of persons who do not share it;

(c) encourage persons who share a relevant protected characteristic to participate in

public life or in any other activity in which participation by such persons is

disproportionately low.

4 The steps involved in meeting the needs of disabled persons that are different from

the needs of persons who are not disabled include, in particular, steps to take

account of disabled persons' disabilities.

7 The relevant protected characteristics are—

• age;

• disability;

• gender reassignment;

• pregnancy and maternity;

• race;

• religion or belief;

• sex;

• sexual orientation

In exercising its duties Gloucestershire County Council has regard to the entirety of the

legislation. Emphasis added above for clarity.

Crime Prevention The following passage was written in consultation with the Crime Prevention Design Advisor

(CPDA), Gloucestershire Constabulary. This section provides additional information, for

designers, building on Section 4.6 of MfS1.

The Crime and Disorder Act (CDA) 1998 Sections 5-7 & 17 of the CDA requires local authorities and the police, in conjunction with

other agencies and the community, to work together at district level to develop and

implement strategies for reducing crime and disorder in the area.

Two of the most common forms of crime are burglaries from private dwellings and vehicle

crime. These types of crime can be reduced or at least discouraged if the design and layout

of new developments has crime prevention incorporated into its design criteria. Good design

which includes natural surveillance can also help reduce anti social behaviour.

Supporting Physical Activity Promoting active lifestyles can help us address some of the important health challenges facing

the UK today. Increasing physical activity has the potential to improve the physical and mental

health of the nation, reduce all-cause mortality and improve life expectancy. It can also save

money by significantly easing the burden of chronic disease on health and social care services

and on the economy. Increasing cycling and walking will reduce transport costs, save money

for the Government and individuals, improve air quality, contribute to meeting mandatory

Climate Change targets and help the environment. More use of active travel can reduce traffic,

congestion and pollution, improving the health of communities

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The Gloucestershire NHS Health Community have produced an Active Planning Toolkit which

offers practical advice for planners, developers, and all those concerned with public health

and with the built and natural environment. It aims to be a straightforward and practical guide

to help inform spatial planning and transport policy so as to promote physical activity. It is

based on NICE guidelines in this area. NICE is internationally recognised for the way in which

it develops recommendations, a rigorous process using the best available evidence.

The key features of new development that promote physical activity are:-

• A mixture of different types of uses, for example housing, shops, employment, leisure, within walking and cycling distance;

• A range of everyday services and facilities within walking and cycling distance. These are often ideally located close to town or local centres;

• Connected street patterns, with short trip distances between common destinations;

• Residential streets that are not heavily trafficked;

• Areas that are attractive and easy to find your way around; and • Residential areas designed to give priority to the needs of pedestrians, cyclists

and children. Developments should provide a comprehensive network of foot and cycle paths that are:

Connected – provide a comprehensive linked network that connects with where people want to go – shops, homes, open space, public transport;

Convivial – pleasant to use, with scope for interaction with other users. Well lit and overlooked by houses, shops or places where people are around, not isolated;

Conspicuous – providing clear legible routes;

Comfortable – good quality well maintained street and landscape design, and protection from the intrusion of vehicular traffic. Provide seats and rest points for pedestrians (particularly important for elderly people). Avoid clutter;

Convenient – Priority given to providing direct routes for those on foot or bike, rather than vehicles i.e. connect the streets for walkers and cyclists and design and manage junctions to give them priority.

The Toolkit can be found at:- (https://www.gloucestershireccg.nhs.uk/wp-

content/uploads/2012/12/Active-Planning-Toolkit-2.pdf

Quality Places MfS sets out the aspects of the built form that contribute to quality places. Some of these

are not directly relevant to highway design but may have implications for the layout of the

street.

Building with Nature The Building with Nature Standards (a user guide for policy makers) is a comprehensive guide

(developed in Gloucestershire by Gloucestershire Wildlife Trust and the University of the West of

England) to the design, delivery, implementation, and long-term management and maintenance of high-

quality green infrastructure and which aims to maximise multiple benefits for end users.

A copy of the Guide is available from www.buildingwithnature.org.uk

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Reducing Clutter When designing new schemes it is crucial that designers carry out an audit of existing

signing, road markings and street furniture to ensure that every oppor tunity is taken to

remove any redundant items and then integrate the remaining apparatus with those required

as part of the new scheme.

Planting When considering landscape designs it is important to ensure that all planting is sustainable

in the long term. The choice and selection of plant material should be in keeping with the

environment in which it is to be placed, i.e. native material should dominate in rural schemes

and mixed to more ornamental may be used in urban areas.

The existing landscape features on and off site should be identified and incorporated where

appropriate into the scheme. During construction the protection of existing landscape

features, such as trees and hedges is essential. BS 5837: Trees in Relation to Construction:

2005 provides detailed guidance on the protection of trees on development sites and in the

highway.

It is essential that a suitably qualified Arboriculturalist is consulted for professional advice on

all landscaping matters relating to trees in new development.

Guidance and information relating to the provision of trees in hard landscapes can be found

in the Trees and Design Action Group (TDAG) document ‘Trees in Hard Landscapes’.

All highway landscaping should be designed to integrate with the proposed streetscape,

including the retention wherever possible of existing trees.

To increase the probability of trees growing to maturity, trench planting, irrigation pipes and

urban tree soils should be strongly considered.

Correctly located landscaping can improve the street scene and reduced vehicle speeds,

however incorrectly located landscaping can impact on safety. Designs should ensure that

the landscaping supports the design speeds and the overall street design.

It is also important that landscape design in, or adjacent to, the highway takes into account

any potential impact on the construction of carriageway, footway, structures or subterranean

services (for example highway drainage).

A tree’s demand for water can drastically alter the surrounding soil conditions. The effects of

soil heave and shrinking can have a dramatic effect on the integrity of footways and

carriageways and must be considered when designing a planting scheme.

In some instances it may be applicable for a licence to be issued under S96 or S142 of the

Highways Act 1980 to allow landscaping to be maintained by a third party.

Supporting Physical Activity Increasing levels of physical activity amongst all the population should be an explicit goal of

transport planning and investment. Active travel should be prioritised and walking and

cycling routes should be safe and form a continuous accessible network. Planning for active

travel will provide ‘triple wins’ – for the economy, health and the environment. Physical

activity is vital for maintaining health (both physical and mental); the Chief Medical Officer

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has labelled it a ‘wonder drug’. Environments promoting and supporting physical activity will

achieve and sustain better health outcomes.

Developers are encouraged to use the checklist to encourage and support physical activity

which can be found in the Active Planning Toolkit published by the Gloucestershire

Conference. www.gloucestershireccg.nhs.uk/wp-content/uploads/2012/12/Active-Planning-

Toolkit-2.pdf

The Benefits of Green Infrastructure to Support Physical Activity

In line with good practice guidance ‘Building with Nature User Guide for Developers (v1.4)’,

green infrastructure features should be considered when designing developments that

support physical activity.

Key messages to remember when considering supporting physical activity through green

infrastructure are:

• Mental health and wellbeing are important drivers too, not just physical health.

• Visual and auditory access is critical to health and wellbeing

• Inclusion for marginalised and vulnerable groups can be enhanced through

ensuring physical, visual and auditory access to green features close to where

people live/work/learn.

• Maintenance (regular and cyclical) is essential to ensure not just the safety of

features (e.g. paths), but also the usability and enjoyment of features.

Green infrastructure supports a wide range of healthy activities. Access to good quality

green infrastructure can encourage more active lifestyles, and there is a clear association

between psychological health, mental wellbeing, and physical activity. For example, parks

and woodlands can be enjoyed for recreational activities as well as education and learning;

orchards and urban farms can be utilised for food production and therapeutic benefits; and

linear assets such as canals provide active travel routes and oppor tunities to get close to

nature.

Health benefits derived from access to green infrastructure include: benefits associated with

physical activity, for example improved fitness, reduced obesity, and reduced exposure to air

pollution; benefits associated with restorative psychological effects, for example improved

relaxation and restoration; and the social benefits associated with the opportunities for

informal and formal social interaction, for example improved social capital. These benefits

are particularly well evidenced when green infrastructure is situated close to where people

live and work, optimising opportunities for regular use and enjoyment, for example through

the provision of active travel routes at the neighbourhood level.

Connectivity or ‘linkage’ between features within the development, and from the

development to features beyond the site boundary, is secured at each stage of delivery, and

across multiple phases of development in the case of phased development.

Creating Child Friendly Communities Playable space and play opportunities should be integrated into new development and the

Council would encourage developers to engage with children in the design process. Streets

should be created that children feel safe to play in and new development should positively

promote sustainable travel and in particular promote walking and cycling amongst children.

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Economic Benefits

The benefits to the economy of walking and cycling are well documented, these range from

immediate benefits to people traveling, increased retail spend and the longer term benefits to

reduced demands on health services. There is clearly a compelling case from an economic

perspective as well as a social one.

Conservation Areas Gloucestershire has a wide range of towns and villages with a variety of local characteristics

in relation to building types, materials used, and general layout of streets. It is recognised

that the design and layout of new development needs to reflect this variety, and that whilst in

Asset Management terms it may be desirable, and more cost effective, to restrict the design

and use of materials to a limited palette there will be locations where the need to fit in with

the local characteristics takes priority.

This will particularly be the case in locations that lie within designated Conservation Areas,

or where a development might affect the setting of buildings of historic importance. In these

cases, the Council will consider the use of more specific materials that are better suited to

the particular setting. The Enhanced Materials Policy, included in Appendix I, should be

referred to in this respect, as this contains the approved materials for use in various parts of

the County.

It should be noted that where enhanced materials are specified, the Council wi ll require the

Developer to pay a commuted sum to reflect the additional maintenance costs that will be

incurred by the Council as a result of such use. The Enhanced Materials Policy includes

details of the methodology for calculating the appropriate commuted sum.

The District Councils will hold details of where Conservation Areas or other locally important

designations are in place, and Developers should refer to the website of the relevant District

Council when considering whether the use of enhanced materials or other specific design

considerations should be reviewed. Where consideration is being given to the use of

enhanced materials or other specific design features, then early discussion with the

Council’s HDM Team is recommended.

Areas of Outstanding Natural Beauty Gloucestershire is a rural County, and contains a wide range of different landscape types,

from the rolling hills of the Cotswolds to the woodland of the Forest of Dean. Again, it is

recognised that within rural areas that have a specific landscape value, whether as part of

one of Gloucestershire’s designated Areas of Outstanding Natural Beauty (AONB), or as a

landscape area of more local significance, then the use of enhanced materials or other

design features might be appropriate. Once more, early discussion with the Council’s HDM

Team is recommended if the Developer considers that enhanced materials or other specific

design features may apply due to the local characteristics of a site.

There are three AONB within Gloucestershire, these being:

Cotswolds – the largest AONB by area, covering the majority of the Cotswold District and

areas within Stroud and Tewkesbury Districts as well as adjoining Counties. Cotswold

AONB has developed a range of guidance on specific issues, including transport and

highways maintenance. Whilst such guidance has no formal status, Developers are

recommended to review the appropriate guidance if their site lies within the AONB boundary.

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Malvern Hills – predominantly within Worcestershire, a small part of Northern

Gloucestershire lies within the AONB. The Malvern Hills AONB has again produced

guidance on a range of issues includes transport, and Developers are recommended to refer

to this if their development lies within the AONB boundary.

Wye Valley – this AONB straddles the boundary between the Forest of Dean and

Monmouthshire. Once more, it is recommended that Developers review any local guidance

published by the AONB Board if their site lies within the AONB.

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Pre-application Engagement and Appraisal Requirements

Early engagement has the significant potential to improve the efficiency and effectiveness of

the planning application system for all parties. Prior to submission of a planning application a

Developer is encouraged to take up the pre-application service we offer, a charge may be

applied for this service. It is easier if both the LPA and the LHA are involved in pre -

application discussions. The Developer should have regard to the need to encourage joint

working, and may wish to involve the LPA as well as other stakeholders such as the Parish

and Town Council.

Further guidance on the pre application process can be provided from the HDM team where

requested.

The Freedom of Information Act 2000 includes a presumption in favour of disclosure of

information, including pre-application discussions, unless such disclosure would cause

adverse impacts (Regulation 12(5) Environment Information Regulations 2004). If you wish

for details of the pre-application submission and the advice we give to be kept confidential,

this request should be made prior to the pre-application discussions taking place. We retain

discretion in regard to decisions on disclosure of information in any instance and decisions

are reviewed on a regular basis.

When reaching a decision where a request has been made, we will balance the interests of

furthering trust with the prospective applicant against the advantage of engaging the

community more widely in discussions. Wherever possible we will make the decision in

collaboration with the developer.

Once an application is submitted the expectation is that the pre-application advice will come

into the public arena.

Transport Statement/Assessment

The NPPF states that all development that generates significant amounts of movements

should be supported by a Transport Statement or Transport Assessment. During pre-

application discussions, the Council will decide if a TA or TS is required taking into account

the guidance set out if the Planning Practice Guidance. Where a TA is required you should

agree the 'scope' with us in advance so that the focus can be on those areas that are most

likely to be affected by the development.

Travel Plan

During pre-application discussions, the Council will decide if a Travel Plan is required taking

into account the guidance set out if the Planning Practice Guidance – ‘Travel plans, transport

assessments and statements in decision making’. Where a Travel Plan is required you

should agree the 'scope' with us in advance.

Thresholds are normally applied for initiating a Transport Assessment (TA). Developments

below these thresholds still have an impact on the local transport network and so will

normally be required to provide a Transport Statement (TS), unless exempted from this

requirement, in writing, by the Development Management Team.

In some circumstances, a TA may be appropriate for a smaller development than suggested

by the thresholds. In others, a TS may be appropriate for a larger development than

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suggested by the thresholds. Early pre application discussions between a developer and the

relevant authorities are strongly recommended. In these, it is important for highway

authorities to combine the appropriate quantitative and qualitative thresholds in deciding the

level of assessment that may be required.

Gloucestershire County Council may interpret the need for assessment in light of local

circumstances. There are several qualitative factors that need to be taken into account and

that are not captured by this document. There will also be site-specific issues that

assessments will need to cover.

The following Thresholds apply:

Land use Use description of development Size None

TS / TP TA/TP

A1 Food retail Retail sale of food goods to the public – food superstores, supermarkets, convenience food stores.

GFA <250 sq. m

>250 <800 sq.m

>800 sq.m

A1 Non-food retail

Retail sale of non-food goods to the public; but includes sandwich bars – sandwiches or other cold food purchased and consumed off the premises, internet cafés

GFA <800 sq. m

>800 <1500 sq.m

>1500 sq.m

A2 Financial and professional services

Financial services – banks, building societies and bureaux de change, professional services (other than health or medical services) – estate agents and employment agencies, other services – betting shops, principally where services are provided to visiting members of the public.

GFA

<1000 sq. m

>1000 <2500 sq. m>

2500 sq. m

A3 Restaurants and cafés

Restaurants and cafés – use for the sale of food for consumption on the premises, excludes internet cafés (now A1).

GFA <300 sq. m

>300 <2500 sq.m

>2500 sq. m

A4 Drinking Establishment

Use as a public house, wine-bar or other drinking establishment.

GFA <300 sq. m

>300 <600 sq.m

>600 sq. m

A5 Hot food Takeaway

Use for the sale of hot food for consumption on or off the premises.

GFA <250 sq. m

>250 <500 sq.m

>500 sq. m

B1 (a, b, c) Business

(a) Offices other than in use within Class A2 (financial and professional services) (b) research and development – laboratories, studios (c) light industry

GFA <1500 sq.m

>1500 <2500sq.m

>2500sq.m

B2 General industrial

General industry (other than classified as in B1),The former ‘special industrial ‘ use classes, B3 – B7, are now all encompassed in the B2 use class.

GFA <2500 sq.m

>2500 <4000 sq.m

>4000 sq. m

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B8 Storage or Distribution

Storage or distribution centres – wholesale warehouses, distribution centres and repositories.

GFA <3000 sq.m

>3000 <5000 sq.m

>5000 sq. m

C1 Hotels Hotels, boarding houses and guest houses, development falls within this class if ‘no significant element of care is provided‘.

Bedroom <75 >75 <100 >100

C2 Residential institutions - hospitals, nursing homes

Used for the provision of residential accommodation and care to people in need of care.

Beds <30 >30 <50 >50

C2 Residential institutions – residential education

Boarding schools and training centres.

Student <50 >50 <150 >150

C2 Residential institutions – institutional hostels

Homeless shelters, accommodation for people with learning difficulties and people on probation.

Resident <250 >250 <400

>400

C3 Dwelling houses

Dwellings for individuals, families or not more than six people living together as a single household. Not more than six people living together includes – students or young people sharing a dwelling and small group homes for disabled or handicapped people living together in the community.

Dwelling / unit

<50 >50 <80 >80

D1 Nonresidential Institutions

Medical and health services – clinics and health centres, crêches, day nurseries, day centres and consulting rooms (not attached to the consultant‘s or doctor‘s house), museums, public libraries, art galleries, exhibition halls, non residential education and training centres, places of worship, religious instruction and church halls.

GFA <500 sq. m

>500 <1000 sq. m

>1000 sq. m

D2 Assembly and leisure

Cinemas, dance and concert halls, sports halls, swimming baths, skating rinks, gymnasiums, bingo halls and casinos. other indoor and outdoor sports and leisure uses not involving motorised vehicles or firearms.

GFA <500 sq. m

>500<1500 sq. m

>1500 sq. m

Others stadium, retail warehouse clubs, amusement arcades, launderettes, petrol filling stations, taxi businesses,

TBD Discuss with highway authority

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car/vehicle hire businesses and the selling and displaying of motor vehicles, nightclubs, theatres, hostels, builders‘ yards, garden centres, POs, travel and ticket agencies, hairdressers, funeral directors, hire shops, dry cleaners.

Other considerations TA / TP Any development that is not in conformity with the adopted development plan

Yes

Any development generating 30 or more two-way vehicle movements in any hour

Yes

Any development generating 100 or more two-way vehicle movements per day

Yes

Any development proposing 100 or more parking spaces

Yes

Any development that is likely to increase incidents or conflicts among motorised users and non-motorised users, particularly vulnerable road users such as children, disabled and elderly people

Yes

Any development generating significant freight or HGV movements per day, or significant abnormal loads per year

Yes

Any development proposed in a location where the local transport infrastructure is inadequate. – for example, substandard roads, poor pedestrian/cyclist facilities and inadequate public transport provisions

Yes

Any development proposed in a location within or adjacent to an Air Quality Management Area (AQMA)

Yes

All TS's and TA's should be prepared in accordance with guidance in the National Planning Practice Guidance (NPPG), however the NPPG presents a framework rather than detailed guidance. It is therefore recommended that the form of the assessment is scoped and agreed with Gloucestershire County Council (GCC) before any assessment is prepared. Every Transport Assessment or Statement must be accompanied by a Travel Plan, which is

compliant with Gloucestershire County Council’s guidelines. Travel Plans are typically a

package of practical measures to encourage residents, employees and visitors to consider

their travel options or reduce the need to travel. Typical examples of measures include:

personalised travel plans and welcome packs for residential use, and for commercial use,

the provision of showers, lockers and changing facilities, car sharing schemes, flexible

working schemes etc. Travel Plans should be bespoke to the development and applicants

should not replicate generic targets. Travel plans can be a valuable tool in mitigating traffic

impact and can look at the wider environment rather than just traditional traffic compensation

measures.

The following matters are already covered in national guidance and legislation, however they

are not always included to the level of detail expected which can result in delay in

determining applications. GCC therefore considers it is important to make clear what is

expected to ensure responses to the Local Planning Authorities are made promptly. The

extent of any assessment should be proportionate to the scale of the development and the

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local environment, and the nature of the planning application but it is expected that matters

are address in advance to prevent the need to include conditions requiring further

submissions.

Accessibility All new developments must ensure they comply with the environment of sustainable development and to this end development must ensure they are not car reliant and provide genuine transport choice, to achieve this it is essential that development is located where there are sufficient local services to support it. It is common practice to provide an accessibility assessment using distance to local amenities with a 2km and 5km threshold based on isochrones. This approach distorts the actual relationship between origin and destination. It is therefore expected that any analysis looks at a door to door approach based on actual routes and uses. A range of distances are suggested in "Providing for Journeys on Foot" but these should not be read as absolutes ad the approach should recognise the road user hierarchy. Additionally the assessment should review the quality of the route to ensure it is suitable for the needs of the development. The TA and TS should provide a Walking, Cycling and Horse-Riding Assessment following the guidance in GG 142. The TA should us use the propensity to cycle tool www.pct.bike to consider cycling potential. Sites which have a poor relationship to amenities, services, education and employment by active travel modes are unlikely to receive a positive recommendation. Transport Statements and Assessment for residential development must include an accessibility score for the site based on the guidance and checklist provide in “Transport for New Homes”, it may be appropriate to undertake a “with” and “without” score to understand any off site benefits the proposal delivers. Equality Impact The LHA takes its responsibilities to equality very seriously and is obliged through the public section equality duty to have due regards to the needs of all persons. Applications should ensure they have considered the needs of all users having had regards to the protected characteristic of the area. This applies to development of all scales. This approach should be clearly demonstrated within the TA or TS accompanying the application in the form of an Equality Impact Assessment and gap analysis. Depending on the nature of the development not all matters can be assessed. For example an outline application may only need to cover the point of access and the surrounding highway network whereas within a reserved matters application only the internal design will be considered. With a full application all elements will be covered. This assessment will assist the LHA in their considerations and does not remove any obligations from the Local Authority.

Equality Impact Assessments need to be prepared alongside the TA/TS and any health impact assessment. Construction Environmental Management Plans (CEMP) It is accepted that there will always be some disruption during construction, however this needs to be minimised to protect the local community and the highway network. It is unlikely that a principle contractor will have been appointed at the point of a planning application but it is still possible to provide a framework plan based on the applicants industry experience, this can then be finalised post permission through the discharge of

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conditions. The TA or TS should include a chapter setting out potential impact and mitigation. Local site conditions will dictate the range of matters but a non-exhaustive list is provided below:

• Duration of build

• Hours of operation

• Number and size of delivery vehicles (average day)

• Location of site compound for storage and parking

• Condition survey of surrounding roads

• Wheel washing facilities

• Strategy to inform local community of activities including provision of complaints procedures

• Any temporary access arrangements • Likely temporary traffic management arrangements

• Routing arrangements Contractors should be registered with the Considerate Constructors scheme and comply with the code of conduct in full.

Quality Audits A Quality Audit should be seen as being integral to the design process, from initial conceptual

designs when the vision for a scheme is developed through to maintenance and monitoring.

The process enables a multi disciplined team of built environment professionals to apply their

expertise to contribute to the successful outcome of a project.

The starting point is to establish the vision and/or objectives for the scheme, which could be

expected to address the following:

• Seeking an appropriate balance between Place and Movement

• Enabling accessibility for all user groups

• Recognising the context and presence of wider strategic modal routes and the impact

the scheme may have

• Making sure that the quality of existing public realm is maintained or improved and

that new places are of high quality

• Meeting community needs

• Road safety and personal security

• Specifying appropriate materials and layout in terms of appearance, durability and

maintenance requirements

Further guidance on Quality Audits can be found in Traffic Advisory Leaflet 5/11.

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Planning Application Process

The LHA is defined as a statutory consultee and as such is consulted by the Local Planning

Authority. The LPA seeks the Council’s advice on the highway safety and transportation

matters specific to those applications and this includes where necessary an assessment of

'accessibility'. The LHA view is made in the context of local and national policy and working

in the spirit of promoting sustainable development, however there will be occasions where

proposals are considered to contrary to that position and these will result in an objection to

the proposal. The LPA is not obliged to follow the recommendation of the LHA in determining

the application, in those instances the LHA will seek to agree what items it can as common

ground and ensure that a clear statement is provide regarding the implications of any non

compliance. The views of the LHA are a combination of reflection on Evidence, Policy,

Guidance and expert opinion from suitably qualified Transport Professions.

Monitoring Where a Travel Plan is required as part of the development, it is expected that this will include

surveys of residents or other occupiers of the development concerned to enable feedback on

the good and bad points of a development to be identified, informing future reviews of MfGS

by providing a robust evidence base.

For some new developments, the installation of Automatic Traffic Count (ATC) sites might be

required as part of the Monitoring Strategy for the Site Travel Plan. Where required, an ATC

site should be installed to the specification set by the Council, and it is recommended that

early contact is made with the Council’s Transport Monitoring Team prior to the construction

of new or improved roads to ensure that issues such as the location of the ATC, associated

power supply and phone connections for the passage of collected data, the location of

ancillary equipment such as cabinets, and the provision of safe parking for maintenance

vehicles are all taken into account during the design process.

Payment of Contribution Secured in a Planning Obligation As a County Council we get many payments every day for all sorts of services and

information requests, as well as payments to satisfy planning obligations. A significant

number of these payments (which can involve large amounts of money) are paid to the

County Council without any reference to the development, the developer or what the

payment is actually for and this can cause financial management and audit challenges. In

order to make our service more efficient, we require a minimum amount of information to be

supplied with any payment. We would ask you to supply this information otherwise there is a

danger that your payment may not be accepted, delaying your development and possibly

putting you in breach of your planning obligation.

All payments should be by BACS Transfer. GCC’s bank details can be obtained by

contacting the HDM team.

The following information relating to the contribution must be emailed to

devcoord@gloucestershire.gov.uk.

Also, please state that a transfer is about to arrive:-

• Legal reference for which the payment is made;

• Planning application reference for which the payment is made;

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• Date of the Agreement that the payment is made for;

• Parties to the Agreement;

• Description of Development;

• Reason for payment i.e. does this payment relate to a specific obligation;

If the payment relates to more than one obligation then state all obligations that this relates

to;

• State whether the payment includes any indexation;

• State if the payment includes any interest.

Bonding of Planning Obligations Guidance can be found in the Council’s Local Developer Guide: Infrastructure and services

with new development www.gloucestershire.gov.uk/planning-and-environment/planning-

policy/gloucestershire-local-developer-guide-infrastructure-and-services-with-new-

development/

Further local guidance on infrastructure and services with new development can be found in

the Council’s Local Developer Guide at:

www.gloucestershire.gov.uk/media/14820/gcc-local-developer-guide-update-dec-2016.pdf

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Detailed Design Matters

Traditional Junction Design The developer must demonstrate that the junction arrangement proposed represents the

best use of available capacity whilst ensuring the safety for all highway users. This will need

to be demonstrated through capacity analysis of the various junction types, with the junction

form which minimises delays and is subject to safety considerations being progressed. For

example, traffic signals will not be supported when a priority junction provides adequate

capacity for vehicles wishing to enter and exit the development. CD 123, Geometric Design

of Major/Minor junctions.

When proposals provide for a new footway crossover or priority junction, guidance on its

design should be sought from Manual for Streets 1 and 2. However, where more complex

junctions are required, which could involve signal control, roundabouts and/or right turning

lanes, DMRB is considered to be the appropriate design standard, again, the applicant

should make reference to CD 123, although this should always be discussed and agreed

with the HDM team. In some cases, it may be appropriate to deviate from these standards.

Again, this should be agreed in writing early in the design process with the HDM team.

Contemporary Junction Design Innovation in junction and street design is welcomed and it can be appropriate to extend

these principles on to the existing highway network, either as part of a specific access to a

site or as wider mitigation. Where innovative schemes are to be promoted, early discussions

are essential and some specific issues will need to be explicitly considered. A non-

exhaustive list follows.

• The design should reflect the needs of the surrounding environment;

• There should be high levels of pedestrian movements;

• The needs of visually or physically impaired users should be considered and local

user groups involved from an early stage;

• Design speeds should be low (under 20mph);

• Proposed construction materials should be readily available;

• Consideration must be given to junction efficiency, minimising delay to all road users.

The developer will need to demonstrate than any highway design to be offered for adoption

by the LHA or to take place on the existing highway network enables Gloucestershire County

Council to discharge responsibilities placed upon it by Section 149 of the Equalities Act,

2010. In order to achieve this, early involvement with local and national disability access

groups should be undertaken and the needs of these groups incorporated into the design.

Section 149 of the Equalities Act, 2010 requires Local Authorities to have ‘due regard’ when

making any decisions to the needs to eliminate discrimination, which includes the duty to

make reasonable adjustments for disabled people and the “need to p romote equality of

opportunity between disabled persons and other persons”, which includes “the need to take

steps to take account of disabled person’s disabilities” even where that involves “treating

disabled persons more favourably than other persons”.

The application of contemporary junctions should not be considered to be an easy solution

or a fall-back position, where traditional junction types are difficult to achieve.

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Vertical Alignment The Developer must consider the following when designing vertical curves on new

developments. Generally, the maximum and minimum gradients allowable on new

developments will be as detailed within the table below:

Category Maximum Gradient Minimum Gradient All Streets 1:20 (5%), but consideration

give to 1:12 1:100

Active Travel Corridors 1:20 (5%) 1:100

Where a 1 in 12 gradient is proposed no length shall exceed 30m.

For clarity the gradient tolerances apply to private driveways and proposed streets.

Additionally, the Developer must consider the curvature of the new highway. The design

curve length will be a function of the algebraic change of gradient, expressed as a

percentage, multiplied by the ‘K’ value. ‘K’ values are provided in the table below:

Category Minimum “K” Value Enhanced Streets 6 Informal Streets / Pedestrian Prioritised Streets 2 Active Travel Corridors 2

The Developer should note that side road gradients into junctions should be set at a

maximum of 1:20 (5%) for the first 10m. Additionally, the minimum vertical curve length of

any section of road should be not less than 20m.

Example

The ‘K’ Value is given by:

Design curve length / Algebraic change of gradient

= 20m /10

= 2

Therefore the above example falls within the design criteria and would be acceptable. The

developer should note that where gradients exceed 5% there may be a requirement for a grit

bin. In such instances, the developer will need to ensure the design provides an adequate

location and that a suitable grit bin is provided.

Headroom

Additionally, the Developer must also consider in the design that the minimum allowable

headroom for all new highways intended for adoption shall be as follows:

Category Minimum Headroom

• All Roads 5.3m

• Cycleway 2.7m

• Footway 2.7m

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Turning Heads

The carriageway widths, radii and footway widths should comply with the design

specification for the road which they serve.

Variation from these dimensions are acceptable subject to tracking by the District Council

refuse collection vehicle. The refuse vehicle must stay within the kerblines but isolated

vehicle (body) overhang of the footway may be accepted if the streets on which they occur

have low volumes of pedestrians and the driver would have opportunity to observe

pedestrians. This is not a constraint where a verge is provided.

Visibility Splays

A pedestrian visibility splay should be provided on any new or widened private driveway, or

streets providing a vehicle crossover in lieu of a bellmouth. This should take the form of a 2m

x 2m triangle measured from the edge of the driveway and back of the footway or

carriageway if no footway is provided. Nothing should exceed 600mm in height within this

space and the design should maintain this position.

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Vehicle visibility splays (Y distances and Sight Stopping Distances) should be provided as

defined as per Manual for Streets or DMRB depending on the nature of the access

proposed. X distances should be measured from a 2.4m distance to ensure the vehicle

bonnet does not protrude into the Highway. Proposals for new accesses with less than a

2.4m X distance will be resisted.

Landscaping The retention of existing landscape features of value must be taken into account and

therefore the preliminary design of residential access roads, cycleways and footpaths to

serve the development should as far as possible be sympathetic to the Authority’s wishes.

So, for example, if a tree of value was situated within the visibility splay, all attempts should

be made to reposition the access if this can be done safely.

In residential areas the LHA will normally only adopt the paved surfaces and verges which

are critical to the functioning of the highway.

Small areas of grass should only be permitted where adequate maintenance arrangements

can be guaranteed for the foreseeable future.

Appropriate root protection systems will be provided for all trees and they must not be

planted near structures or services.

Existing trees, which will become maintainable at public expense, shall be the subject of a

condition survey to ascertain their health and may be subject to commuted sum payments to

cover their future maintenance costs. Highway trees should be of slender girth and modest

canopy. The trunk should be maintained free of side shoots and branches to a height of

2.1m. The developer may be required to pay commuted sums for the future maintenance of

highway trees. The Highway Authority will work closely with the local Arboricultural officer to

agree the most suitable species and ensure it is compatible with the site wide approach to

green infrastructure.

Highway landscape features should be maintained by the developer for a period of 5 years.

Thorny species shall not be accepted immediately adjacent to footways and cycle tracks. It

is expected that non highway hedges adjacent to the prospective highway will be transferred

to frontagers or the site wide management company to ensure future maintenance is

addressed. .

Any new carriageway should be outside the canopy (or reduced canopy if reduction is

deemed suitable) of any existing tree to prevent damage to the new construction by the tree

roots. Any work under the canopy of deciduous trees or within a radius of half of the height

of coniferous species shall comply with BS 5837: 2012.

Street Lighting The aim of the Gloucestershire Street Lighting service is to create a safer and more secure

night time environment, by providing an energy efficient and cost effective system of street

lighting and illuminated signs.

The objectives for new developments are to:

• Reduce crime and the fear of crime;

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• Minimise environmental impact;

• Implement Best Practice in systems and operations

All highway lighting, illuminated sign and illuminated bollards must be designed, specified

and installed to local requirements. There are two methods for developers to achieve the

above requirements, however, developers need to also take account of local attitudes

relating to the provision of street lighting, so that they might be relieved of the duty of

providing such where it is not needed.

There is no legal requirement to light new streets, however the provision of lighting should

be scoped and agreed based on the local environment, ecology, footfall, Section 17 issues,

promotion of active travel, Parish Council engagement, protected characteristics as defined

in the Equalities Act.

New streets should be designed to reduce the need to include street lighting through natural

surveillance and slow design speeds.

Please refer to Appendix J for Gloucestershire’s Street Lighting specification and Drawings.

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Street Character Types

A number of street character types have been defined based primarily on those listed at

paragraph 4.7.2 of MfS1. However, whereas the main focus of MfS is on the creation of new

residential streets, the purpose of MfGS is to cover all transport and highway issues that

might relate to new development and so all highways that are maintainable at public

expense need to be considered.

In Gloucestershire there are motorways and Trunk Roads that fall within the jurisdiction of

the Highways England, other highways where the 'movement' of traffic is the primary

function, and highways that are restricted to specific types of users (for example, public

footpaths and bridleways). There are also highways that have to cater for larger vehicles,

such as buses and goods vehicles, and highways that although not intended to be adopted

and maintained at public expense can have implications for the public highway and certainly

need to be assessed in design terms.

The design of new streets should take into account the intended link and place functions of

the street, as well as the type, density and character of the development. Developing a

streetscape environment should also, where appropriate, be accessible, comfortable and

safe for pedestrians. Furthermore integration of the surrounding landscape and ecological

context of the site must be integral to any design development.

Carriageway widths should be appropriate for the particular context and use of the street.

Key factors to take into account include:

• The volume of vehicular traffic and pedestrian activity;

• The traffic composition;

• The requirements for clear demarcation between carriageway and footways;

• If on street parking is to be provided, its distribution, arrangement, the frequency of

occupation and any need for enforcement;

• Design speeds;

• Curvature of the street, including increased width for bends to accommodate swept paths

of larger vehicles; any intention to include single lane working in two way streets.

The following street definitions provide a design character for a typical street. Variation from

these definitions is encouraged, although these should be supported with clear justification

of how these variations will continue to meet the requirements set out in relevant statutory

legislation and non-statutory guidance.

Innovative Street Design Gloucestershire County Council welcomes innovative design proposals. Where innovative

designs are proposed, the following guidelines should be followed:

• Design should be bespoke to the street and the development;

• Designers should provide a clear statement of the vision for the design and the

assumptions applied including how the road user hierarchy has been addressed;

• Design speeds should be a maximum of 10 mph on all prospective highways and

street furniture and landscaping should be used to achieve this;

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• The designer must ensure that an Equality Impact Assessment, as established by

Section 149 of the Equality Act, 2010 is undertaken;

• Materials should help legibility and create a sense of place where the car is a guest,

they also should be readily sourced ;

• Green Infrastructure should be provided in accordance with the County Councils GI

Strategy;

• Drainage is a key consideration in Innovative design and should be considered at an

early stage;

• Provision is made for future access to Statutory Undertakes Apparatus.

Clarification on the use of Level Surfaces Recent national campaigns have challenged this concept resulting in the withdrawal of LTN

1/11 and ministerial directions. The most recent clarification issued by The Ministry of

Housing, Communities and Local Government and The Department for Transport on 28th

September 2018 advises:

“The pause does not apply to streets within new residential areas, or the redesign of existing

residential streets with very low levels of traffic, such as appropriately designed mews and

cul-de-sacs, which take into account the relevant aspects of the National Planning Policy

Framework and associated guidance.”

Therefore GCC will consider the use of level surfaces in the context of an innova ted street

design as detailed above. Such schemes should also be limited to no more than 100

vehicles per hour in the peak period.

For the purposes of MfGS, the streets and other highways can be summarised as set out

below:-

Street Type

Street Enhanced Street Informal Street Pedestrian Prioritised Street

Private Drives Industrial Road

Private Streets Non motorised vehicle category Cycle Tracks – See Cycle Facilities

Guidelines, appendix F

Further details of the criteria that the LHA would expect to be followed in terms of proposals

incorporating any of those street character types is set out on the following pages. It should

be noted that these criteria are intended for guidance only, and the Council would be willing to

consider proposals that depart from them as long as the Developer can produce reasoned

justification for such departure.

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Common Design Requirements

The below table details features that apply to all proposed new streets. Where innovative

designs are promoted it may be appropriate to deviate from the below give the unique

character of the design.

X Distance 2.4m

Y Distance Based on Design Speed

Pedestrian Splay 2m x 2m (45 degrees) from edge of drive

Junction Separation (same side) No shorter than Y distance

Driveway to Junction Separation No shorter than Y distance

Straight Lengths without speed maintaining feature

Based on Design Speed. 20 mph: 80m (max), 100m when into a turning head 15 mph: 40m (max)

Gradient 1 in 20 1 in 12 can be permitted, 30m (max)

Active Frontage Permitted

Turning Head Requirement On all new streets (adoptable or not) and and private drives exceeding collection distance. Tracked as per Local refuse Authority vehicle, wheels to be retained in kerblines. Footway oversailing permitted for isolated areas in low pedestrian areas.

Tracking Must be provided for all new streets.

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Enhanced Street

Streets where the public realm has been improved and restrictions on pedestrian movement

(e.g., guardrail) have been removed but conventional traffic controls largely remain. This is

applicable on all streets which also serve as a bus route.

Should be applied for central spine roads where there is a function more than simply being a

residential access road.

Maximum Design Speed 20mph achieved through measures such as junction

treatment, surface changes, visual narrowing,

sensitive parking provision and green infrastructure.

Maximum No. Of Dwellings No limit but subject to modelling

Frontage Access Restricted 20m from junctions

Carriageway Width 6.2m subject to swept path analysis

Lane Widths (Boulevard) 3.5m minimum (4m if a bus route) Subject

to swept path analysis

Active Travel Corridor Minimum 3.5m wide both sides. Where necessary

street furniture are accommodated in the footway

(such as street lighting columns, cycle parking

stands, planters, bins and benches) then a wider

footway should be specified.

Must create a level crossing over side roads and

provide priority to allow users to not be delayed by

turning vehicles. Vertical deflection will be considered

for this treatment.

Landscaping 2m verge separating carriageway and active travel

corridor, and/or central corridor depending on design.

Landscaping Permitted.

On street parking (visitors) 1.8m wide on either or both sides. To be

Provided in addition to carriageway and

amount to be determined subject to local

requirements

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Informal Street

Streets where formal traffic controls (signs, markings and signals) are absent or reduced.

There is a footway and carriageway, but the differentiation between them is typically less

than in a conventional street.

Maximum Design Speed 20mph achieved through measures such as Junction

Treatment, surface changes, visual narrowing, central

reservations, sensitive parking provision and green

infrastructure.

Maximum No. Of Dwellings No limit but subject to modelling

Frontage Access Restricted 20m from Junctions

Carriageway Width 4.5m to 5.5m (6.2m if a bus route)

Footways 2m wide both sides. Where necessary street furniture

are accommodated in the footway (such as street

lighting columns, cycle parking stands, planters, bins

and benches) then a wider footway should be

specified.

Cycleways On Street

On street parking Visitor Provision on Street

Landscaping Optional 2m verge separating carriageway

Landscaping Permitted.

Verge Can be used instead of footway where no

Pedestrian desire line is identified.

Can be reduced to 1m where no services or

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Pedestrian demands exist.

On street parking (visitors) 1.8m wide on either or both sides. To be

Provided in addition to carriageway and

amount to be determined subject to local

requirements

Carriageway materials Predominantly macadam

Footway Materials Predominantly macadam, the use of pavers or fine

textured pre-cast flags in small appropriate locations

may be considered. Alternative surfacing materials

must be suitable to withstand accidental mounting by

all types of vehicle.

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Pedestrian Prioritised Streets

Streets where pedestrians feel that they can move freely anywhere and where drivers feel

they are a guest. Pedestrian Prioritised Streets should not have vehicle movements

exceeding 100 vehicles per hour.

This street type should be the default design standard for all new residential developments

Maximum Design Speed 15mph achieved through junction treatment,

variations in carriageway width, horizontal alignment

of the carriageway and provision of on-street parking

facilities.

Maximum No. Of Dwellings 100vph peak usage (Circa 160 dwellings)

Frontage Access Restricted 15m from Junctions

Carriageway Width 4.1m to 6.2m. (6.2m if a bus route leading to a Bus

Gate) Local throttle of 3.7m can be permitted

Footways/Service Margin 2m wide both sides, 1m where no frontage access

Cycleways On Street

On street parking Informal on Street through localised carriageway

Widening.

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Junction Radii Typically 6.0m. Smaller radii will be encouraged

and/or vehicular footway crossings where

appropriate. A vehicular footway crossing should be

used on smaller side streets or small cul-de-sacs.

Carriageway Materials A combination of concrete block paving with

macadam would be considered suitable. Parking

areas, junctions, slow points and traffic management

features will need to be highlighted, using different

materials.

Footway Material Similar to carriageway

Kerbing Low rise kerbs should be provided of a typical height

of 60mm. Kerb sett or concrete edge strip to demark

the boundary should be provided between adopted

highway and private property.

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Private Shared Drives and Courtyard Parking Areas

A private driveway can serve one or more properties, up to a maximum of 6, after which the

traffic generated and number of turning movements associated with the driveway is

considered sufficient for the access to be considered for adoption by the Local Highway

Authority and therefore must accord with the design characteristics of a Pedestrian

Prioritised Street, Informal Streets, or an Enhanced Street.

Communal private parking areas can be considered an exception due to the need generated

by the type and layout of the development. Private driveways are also appropriate for small

scale commercial development.

These areas are generally not considered of sufficient public utility to war rant adoption by

the Highway Authority.

Design Speed Not Applicable Carriageway When serving two or more properties can be of

varying width, but must be a minimum of 4.1 metres for the first 15 metres behind the back of the carriageway to allow two vehicles to enter and leave simultaneously. Refuse collection points should be provided within 25 metres of the highway.

Access The connection to the priority road shall be laid out as per a footway crossing, in accordance with Section 184 of the Highways Act, 1980, where applicable. Vehicles to enter and exit at 90º to the kerb line.

Footway Part of the driveway Parking All car parking should be provided off-street.

Provision must be made to enter and exit in a forward gear on roads with high levels of vehicle flow. In/out drive arrangements are only permitted where space allows for manoeuvring within the site and does not rely on the use of both accesses, full visibility is required at both accesses. Car parking spaces must be delineated to maximize occupancy and courteous behaviour, which may not otherwise be achieved through errant parking.

Gates Set back 5m from the Edge of Carriageway, shall open inwards or be sliding

Materials Bound material for first 5m.

Drainage No water discharges over the highway

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Industrial Access Road

Adoption may not be required for small pockets of Offices / light industrial units and/or

nursery units served by an enclosed courtyard type layout.

Maximum Design Speed 30mph

Carriageway Width 6.7m - 7.3m,

6.2m when serves B1(a) or retail uses only

Junction Radii 7.5m – 15m depending on tracking

Active Travel Corridor 3.5m on both sides

Landscaping 1.5m minimum, located between carriageway and

active travel corridor

Horizontal Curve Radius 60m minimum

Vertical Curve Lengths 30m minimum

Carriageway Widening on Bends Subject to tracking requiring it

Gates 15m set back

Private Streets

Private streets should conform to the relevant design criteria A Private Street Agreement will be required to allow for an exemption to be given to the

application of the Advanced Payment Code and ensure that the residents are unlikely to

require the County Council to adopt the street in the future.

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Other Street User’s Needs

Public Rights of Way (PROW) It is important that the implications that any development may have for the existing PROW

network are fully considered. Not only will some PROW need improvements to be properly

incorporated into a development, but others may require stopping up or diversion.

Developers should take into account the existing function and character of a PROW and

should not assume that it will be acceptable to divert it along a new road.

PROW are recorded on the Definitive Map and Statement for Gloucestershire. The Map and

Statement are the legal record of all recorded public rights of way in the County and are

managed by the Council. Both are available for viewing at Main Reception, Shire Hall,

Westgate Street, Gloucester.

PROW are highways established in law, albeit usually with more limited public rights than

streets and roads, and are protected from being obstructed or diverted without proper

authority. The Council will not encourage vehicular use of any PROW. The Council should

be consulted before any work is carried out that may affect the route or surface of a PROW.

The grant of planning permission does not entitle a developer to obstruct a PROW. If a

PROW needs to be diverted or stopped up there are processes under the Town and Country

Planning Act 1990 (usually dealt with by the LPA), or under the Highways Act 1980 (dealt

with by the LHA) in the case of development granted planning permission retrospectively,

which will need to be followed. There is no guarantee that a legal Order will be confirmed

simply because planning permission has been granted.

Until such time as an Order has been made and subsequently confirmed, the legal line of the

PROW remains unaltered. Even where a development does not directly affect a PROW it

may be that ancillary works such as the storage of materials and plant, or vehicle access

routes, may do so. Where the route of a PROW may be temporarily affected by your

development, it is possible to apply to the Council for a temporary closure. When work is

complete the path should be fully reinstated to the appropriate condition so that it is fit for

public use.

Any development works or building materials on the line of the PROW could render a

developer or contractor liable to prosecution if no legal order has been confirmed fo r a

permanent diversion, or no temporary closure order has been agreed.

To avoid delays it is recommended that a developer considers the following:-

Investigate the presence of PROW at the pre-application stage;

Incorporate PROW along a dedicated route rather than along new estate roads within a

proposed development whenever possible;

Allow sufficient time for the formal processing of Orders for the closure or diversion of a

PROW, which can take up to six months if unopposed and eighteen months to two years if

the Order is opposed;

Do not start building work until the Order is confirmed;

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Consult the Council’s Public Rights of Way Team before erecting any new stiles, gates etc.,

across any PROW, as any such new structures must be properly authorised.

Consultation with the Council’s Public Rights of Way Team before undertaking any works on

site that affect a PROW.

The Developer will be required to meet all costs for providing and erecting signposts as well

as any costs related to legal fees associated with any diversions or temporary orders. The

Council may be able to provide sign-arms, which accord with legal specifications, at a

relatively small cost.

Public Transport Where practical, the Council expects the majority of new development to have access to

high quality public transport facilities to ensure that the opportunities for the use of

sustainable transport modes are protected and exploited. All developments that generate

significant amounts of movements should take up the opportunities for sustainable transport

modes, depending on the nature and location of the site. Such developments will generally

be located where the need to travel will be minimised and the use of sustainable transport

modes can be maximised. Where appropriate bus or rail services do not exist, contributions

may be sought from the developer to secure their provision or to enhance an inadequate

existing provision, this includes scholars transport and community transport initiatives.

Contributions may also be sought for public transport infrastructure, including railway lines,

stations and bus facilities.

Bus Routes In respect of developments that generate significant amounts of movement, the proposed

roads likely to be used by buses should be identified at the outset of the design stage and

should be sufficiently extensive to ensure that the entrance to each dwelling is within a

reasonable walking distance of a bus stop (when measured along the most appropriate

walking route rather than the direct ‘crow flies’ distance).

Large phased developments should make provision for the earliest phases to be served by

buses. The provision and phasing will require detailed consideration at the planning

application stage and will need to be incorporated into any legal agreement tied to the

planning consent.

The Council does not operate commercial bus services and cannot specify the routing of

commercial bus services. Therefore, developers should ensure that identified bus routes

within a development allow for buses to travel in both directions. It should always be

possible to pass two buses along the majority of the proposed route except in agreed

localised narrowing.

Bus Stops The provision and location of bus stops and bus cages should be planned at an early stage

and made the subject of a safety auditing process to ensure stops are not placed in

hazardous areas on the network or locations which conflict with access points. The cage

must be suitably sized and clearly marked on all plans well in advance of any house building

operations and brought to the attention of potential house buyers to avoid any problems

when a service starts at a later date to the occupation taking place.

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Stops should be located to give the best penetration into the development site by means of

associated footpaths and they need to serve the greatest catchment area possible in terms

of convenience. Pedestrian crossing facilities may need to be considered on busier roads to

provide safe and convenient access to and from bus stops.

Bus stops provided on, or adjacent to existing highway networks should be placed as close

as possible to footpaths and footways providing access into the development. The design

specification for new bus stops is included within Appendix E.

Real Time Passenger Information Certain bus routes within the County make use of Real Time Passenger Information systems

(RTPI) and where applicable the Developer will need to ensure that bus shelters on the

proposed route have the necessary ability to either have the shelter fitted with the RPTI

equipment from the outset or at a later date. RTPI is a system which provides waiting

passengers with details of when the next bus is due. The Council’s HDM Team will be able

to advise on whether routes serving a proposed development need to be RTPI compliant. A

commuted sum will be required in such instances for the continued maintenance of the

system.

As part of a Development Travel Plan, consideration should be given to the installation of

RTPI systems within houses or buildings being constructed as part of the development.

Such systems would provide information on bus services to residents, employees or visitors

to a development enabling them to time their journey to the nearest bus stop based on the

available information.

Bus Priority Measures Opportunities to provide bus priority measures to improve bus service reliability for existing

and enhanced bus services serving the development should be identified as part of the

Development Travel Plan. Measures could include bus lanes, bus priority equipment at

signal controlled junctions and bus only routes connecting the development to the local

highway network. The potential for such measures should be discussed with the Council at

the earliest possible opportunity.

Where a Bus Gate is provided, this should be designed so as to deter use by other vehicles.

The Council favours camera enforcement for Bus Gates, and has introduced such systems

at existing Bus Gates within Gloucestershire. The Council favours a camera system

developed by S.E.A. (www.sea.co.uk) using the ROADflow Flexi equipment. The Council

would expect any networks requiring bus only gates to have this equipment fitted or the

payment to the Council of a sum (current at the time of the agreement) for fitting at a later

date. Further information should be sought from the Council prior to firming up any such

proposals.

Rail Where a development is adjacent to a railway line or other rail infrastructure (stations,

sidings, freight facilities), then the Developer should consult, at an early stage, with Network

Rail. Contact details and procedures for such consultation can be obtained from the

Network Rail website (www.networkrail.co.uk).

The Council’s policies for rail are included in the Local Transport Plan and where a

development might lead to additional demand for rail travel, and schemes are identified

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within the LTP for rail improvements, then financial contributions may be sought towards the

delivery of those schemes.

Where a development is adjacent to a railway station, consultation should also take place

with the Train Operating Company responsible for managing that station (typically under a

lease arrangement with Network Rail). Within Gloucestershire, all rail stations are managed

by First Great Western, with the exception of Lydney Station which is managed by Arriva

Trains Wales.

Proposals should seek to maximise the opportunities to access stations by active travel

wherever possible.

Community Transport A number of Community Transport schemes operate throughout Gloucestershire, providing

a service to those people without a car and who have limited or no access to public transport

services. In some circumstances, where residential development is proposed in parts of the

County without public transport services, a financial contribution may be sought towards the

support of community transport schemes to ensure that people living in the development

have some access to services regardless of the availability of a car within the household.

Emergency Vehicles When designing any highway scheme, it is important that consideration is given to the

impact it may have on the ability of the emergency services to respond to incidents and

perform their duties. For this reason, it is essential that a developer consults with the

following persons during the design and planning stages:

• Chief Constable of Gloucestershire Constabulary

• Chief Fire Officer of Gloucestershire Fire and Rescue

• Chief Executive of the South Western Ambulance Service

In general, developments should be designed to enable access to all parts of the

development by emergency service vehicles, and the use of cul-de-sac layouts should be

kept to a minimum to facilitate such access.

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Provision for Parking

This chapter provides guidance on how Gloucestershire County Council reviews parking

proposals. Paragraphs 105 and 106 of the National Planning Policy Framework, provides

further detail on the application of parking standards. This document seeks to provide an

approach as to how car parking in Gloucestershire should be provided to support new and

expanding business and residential development in a manner which embraces the NPPF.

Applicants should also review any guidance published within the Locals Plans of the

Planning Authorities.

It is considered that if the applicant is the end user that they are well placed to assess

operational demands but all sites must be considered against a planning use class to ensure

they equally address the needs of future users. Therefore applications should provide a

suitable evidence base to ensure vehicles are not displaced onto the Highway to ensure

highway safety is not compromised and maintain the free flow of traffic to the benefit of the

local economy.

Development must provide for exemplar on-street space, designed and allocated for

pedestrians, cyclists, mobility users, deliveries, bus stops and bus priority measures before

parking of private vehicles.

This document only reflects a small part of managing vehicle demands and therefore should

be read alongside the LTP which contains policies to promote sustainable travel through the

provision of physical infrastructure and travel planning initiatives.

Where development chooses to not comply with this guidance then a justification should be

provided ideally supported by local evidence.

Houses and Apartments There is no direct relationship between car parking provision and choice of transport mode,

so a minimum provision for residential need should be made to ensure suitable in curtilage

storage as per the following:

The below recommendations are provide based on analysis of need across the District

areas, this should be cross referenced against more locally available evidence from local

wards.

Urban

(Rural) Number of Bedrooms Proposed

1 2 3 4 5

Spaces

Tewkesbury 1 (1) 2 (1) 2 (2) 3 (3) 3 (3)

Cotswold 1 (1) 2 (1) 2 (2) 3 (2) 3 (3)

Cheltenham 1 (1) 1 (1) 2 (2) 3 (2) 3 (3)

Stroud 1 (1) 2 (2) 2 (2) 3 (3) 3 (3)

Forest of Dean 1 (1) 2 (2) 2 (2) 3 (3) 3 (3)

Gloucester 1 (NA) 1 (NA) 2 (NA) 3 (NA) 3 (NA)

Note: Areas are urban if they were allocated to a 2011 built-up area with a population of

10,000 or more people (Source NOMIS)

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Cycle parking must be sheltered, secure and easily accessible. A minimum of 1 space is

needed per 1 bedroom units, 2 spaces there afterwards. Designers should in the first

instance look to design facilities located close to the primary access points to buildings and

no further away than the car parking space is to the front door. This will require careful

design to present an attractive facility. If this is not possible parking in the rear garden can be

accepted so long as the route is direct and as short as possible. It is not acceptable to

negotiate 90 degree bends or several doors. Access through the house to the rear garden is

not acceptable.

Garages are excluded from the car parking calculations due to the ability to convert them

into habitable accommodation without the need for permission and their usage for personal

storage rather than that of a vehicle.

Gloucestershire County Council strongly requires all properties to be equipped with Ultra

Low Emission Vehicles (ULEV) charging points including provision where communal parking

is provided. All new dwellings which provide car parking should be fitted with electric vehicle

charging infrastructure to BS EN 62196 Mode 3 or 4 charging and BS EN 61851. This

position is supported by the NPPF.

Houses of Multiple Occupancy Houses of Multiple Occupancy (HMO's) have their own separate use class and as such

require a separate parking standard from those above. Typically HMO's are located near

academic establishments and are in existing residential communities, and as such are

attractive to students, however this is not exclusively the case. HMOs which have 3

bedrooms or less do not require planning permission, therefore no standards are indicated

for sub 4 bedrooms.

Bedrooms Required Spaces

4 2

5 2

6 2

7 3

8 3

9 3

Cycle storage at a ratio of 1 space per bedroom should be provided where they are

sheltered, secure and easily accessible.

Visitors These are permitted to be counted within the street due to their short term duration and

infrequent occurrence. Where existing on street demand or parking restriction prevents this

or for communal parking areas off road provision should be made at a ratio of 1 space per 5

residential units (or HMO). Provision should also be made for cyclists where spaces should

be shared and the number proportionate to the scale of the development.

Car Clubs In areas where housing density is greater and there is a wider range of transport choices car

free development will be encouraged. However residents should still be given the ability to

travel by car should they choose and where there is sufficient critical mass in terms of

development or existing population to support a scheme the provision of a car club can

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provide a valuable service. Where these are proposed early discussions with the Highway

Authority and club operators is needed to ensure long term viability and city wide take up

and how they are most suitably financed. .

Controlled Parking Zones Where development is proposed in a controlled parking zone future residents will be entitled

to apply for permits. The LHA will consider the capacity of permit scheme to consider if it has

the potential to cater for the development. Where no capacity exists and car free

development would otherwise be acceptable the applicant will be required to fund

amendments to the traffic regulation order to exclude the future dwellings.

Care Homes These are a mix of residential and employment uses which can fall into C2 or C3 uses. Most

sites are promoted by established care providers who will have experience of comparable

sites. The applicant should present appropriate up to date data from similar sites on car

parking demand to inform levels for their proposal rather than applying the residential C3

standards with may not be appropriate.

Commercial / Industrial (Non-Residential) Commercial operators should have a good understanding of the needs of their business and

will determine how land under their control could be managed. Car parking need is a

subjective matter particularly in the mind of neighbours; the applicant should provide a

minimum parking provision for each development along with an evidence base to

demonstrate the appropriateness of the provision. Trip rates accumulation should either be

derived from first principles or from existing data, for example; TRICS or comparison to

facilities of similar size and geographic circumstance.

Adequate space for heavy goods, delivery and public service vehicles must be made within

the site boundary, which should not conflict with the proposed parking arrangements.

Car Free Development / Reduced Parking Levels For both residential and commercial developments in town and city centres the applicant

may choose not to provide car parking spaces at all or to provide a reduced parking

provision. Consideration must be given to the opportunity to access the site sustainably, the

availability and capacity of public car parks, existing parking restrictions, the number of

linked trips and the implementation of an approved Travel Plan or welcome pack. Provision

for servicing and deliveries must always be made within the site, unless there is a strong fall -

back position which would remove this requirement. Where some spaces are provided it

must be made clear who the intended users are to be.

Educational Facilities A maximum of 1 Space per member of staff however in urban locations staff levels should

be reduced based on the availability of alternative options. Drop off areas are not accepted

as they do not represent the promotion of sustainable travel. Car free development is

permissible depending on the local circumstances. Sheltered facilities to provide fo r pupil

scooter storage should be provided in an accessible location for primary schools and cycle

parking for all educational facilities.

Other Users Needs In Non Residential Development Consideration and provision must be made for disabled badge holders,

motorcycles, bicycles and ULEV. The following ratios are required.

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Accessible Spaces

Size of Car Park (no of spaces) Designated Bay Provision 1-50 2 + 3% of total car park 51-200 3 + 3% of total car park 201-500 4 + 3% of total car park 501-1000 5 + 3% of total car park 1000 + 6 + 3% of total car park

Motorcycle Spaces

1 space per 10 car spaces, minimum provision 1 space

Bicycle Spaces

The number of stands should reflect the governments aspiration to double cycling by 2025,

therefore no fewer than the level of cycling in the area per person as should in the latest

census and then doubling it should be provided.

No fewer than 6 spaces are to be provided in any scenario for staff.

Visitor cycle provision must be made over the staff provision, no fewer than 6 spaces are to

be provided adjoin the main access to the building.

ULEV Charging Spaces

Initially 5% of the total parking spaces provided and a further 5% of the total parking spaces

at an agreed trigger but no later than 3 years from the first opening.

Every new non-residential building undergoing a major renovation with more than 10 car

parking spaces to have one charge point and cable routes for an electric vehicle charge

point for one in five spaces.

Every new residential building with an associated car parking space to have a charge point

Commercial development must be supported by a travel plan to promote sustainable travel

choices irrespective of the number of car parking spaces provided and where a transport

assessment is provide they should be a key factor in managing traffic generation and car

parking supply.

Specifications

Car Parking Spaces

A minimum 2.4m x 4.8m. For residential dwellings circulation space around the vehicle is

needed so the width should increase to 3.3m or have a 0.9m path directly alongside.

Adjoining spaces in the same dwellings ownership can have overlapping circulation space.

For clarity this applies to C3 Houses and Apartments, and Houses of Multiple Occupation,

and applies for individual spaces and communal parking areas.

Tandem parking spaces for an individual residential dwelling is permitted, but is limited to 2

vehicles.

The maximum number of adjoining parking spaces in a row (onto back off the footway) is

limited to 6 spaces.

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A minimum of 6m is required in front of a garage door.

Garages can be used to provide bicycle storage as well as for other household storage

needs, where this occurs garages should have an internal dimension of 6m x 3m.

Cycle stands

A minimum width of 1m must be provided between cycle stands. Stands for nonstandard

cycles should be allocated at the end of a standard provision with a minimum width of 1.5m

provided to allow for dismounting. Sheffield styled standard are preferred, but lockers,

double racks and hanging spaces can be accepted depending on the design and local

context.

ULEV charging systems

Residential 7kW charging points.

Non Residential 22kW charging points in visitor areas, 7Kw charging point in staff areas. A

minimum of 1 space to be provided for visitors.

Bin Stores

Separate bin storage areas should be provided which do not conflict with any proposed

parking spaces.

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Construction and Adoption

Advanced Payments Code The LHA cannot insist that an access serving a development is adopted if constructed on

private land, but a developer should consider the following factors when deciding whether to

offer an access for adoption or whether to retain it as a private access. Developers are

encouraged to create layouts and construct the street to an adoptable standard regardless of

whether the access is to be offered to us for adoption. Please note that the Council will

apply the Advance Payments Code to all development comprising two or more buildings.

The cost of complying with the Advanced Payment Code

• Responsibility for future maintenance liabilities.

• Responsibility for street cleaning.

• The provision, standard and future maintenance of lighting, drainage and related

infrastructure.

The LHA would have no powers or responsibilities under the Highways Act 1980 if the

access remains a private road.

Poorly maintained private areas can also detract from the quality and visual appearance of a

development. The maintenance of private roads is a very common cause of neighbour

disputes.

Developments served by a private access should be designed to avoid use as a through

route by general traffic, as such use could add to the liabilities and responsibilities of future

owners and residents.

On residential and commercial developments where it is necessary to protect frontagers ’

interests the Council will serve a notice on the person by or on whose behalf plans were

deposited with the local authority in accordance with building regulations relating to the

erection of a building/s. Following an assessment of the cost of the proposed road works

under the Advance Payments Code (APC) procedure a notice will be issued which will

include a sum that is required to be paid/secured by the person named in the notice. More

detailed information on the APC procedure can be found at Sections 219 - 225 of the

Highways Act 1980.

• If a developer clearly indicates that the development roads are to remain private, the

Council may also require that:

• Road signs indicating that the roads are unadopted should be erected and

maintained by the developer for as long as the road remains private,

• The developer should provide evidence that they have clearly stated to potential

purchasers of the dwellings what the implications for purchasing a property fronting a

private road are.

• The developer should provide evidence that future maintenance of the roads and

associated infrastructure has been secured, for example through an unilateral

undertaking under Section 106 of the Town and Country Planning Act 1990 to set up

a maintenance company,

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• The developer should indemnify the Council against future petitioning by residents to

adopt their road. This should normally be a legal covenant placed on the properties

to prevent petitioning. The wording of the covenant must be approved by the

Council.

• The boundary between the private access and the publicly maintained highway is

clearly marked by a concrete edging, boundary posts or similar.

New Footway/Verge Crossings Regardless of whether or not planning permission is required and/or obtained for a new

vehicular access, the Developer will need authorisation from the Council before a private

vehicular access (also known as a dropped kerb) can be constructed from the highway into a

private property, or before carrying out works to an existing one, unless it is included within

works being carried out under a Highway Works Agreement.

Before approval can be given for a new access, or for alterations to an existing access, the

Council will need to ensure that the site does not detrimentally affect the safety of other

highway users.

The construction of a dropped kerb for a vehicular access is governed by the Highways Act

1980 and the New Roads and Street Works Act 1991. Such construction is controlled,

approved and licensed by the Council.

Planning permission may be required from the Local Planning Authority (the relevant

District/Borough/City Council).

Checking Underground Utility Services The Developer will need to contact each of the Public Utility Companies to determine details

(position and depth) of any services that they may have in the ground at the location to be

excavated (contact details will be provided in the application pack).

Choosing a Contractor The Developer is advised to obtain at least 3 different quotes for the works. T he chosen

contractor will need to hold a valid accreditation under the New Roads and Street Works

Accreditation Scheme to work within the public highway.

The Developer will also need to have in a place a current Public Liability Insurance Policy

providing cover for up to £10m.

Funding the New Access The Developer will need to pay fees to cover the cost of inspecting the proposed site,

processing the application and inspecting the works whilst they are carried out. Full details of

the current fees are provided within the application pack.

Request an Application Pack Applications for new Footway Crossings are dealt with by Gloucestershire Highways. To

request an application pack, or to obtain further information a Developer should contact

08000 514 514.

Bonding of Highway Works The Council requires the provision of third party bonding to guarantee the delivery of highway

works to an appropriate standard acceptable for adoption as part of the public highway

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secured under section 106 of the Town and Country Planning Act 1990, section 278 of the

Highways Act 1980, section 111 of the Local Government Act 1972, section 38 of the

Highways Act 1980, section 251 of the Highways Act 1980 and section 1 of the Localism

Government Act 2011.

The bondsman must agree that in the event the Developer does not fulfil its obligations as set

out in the Highway Works or Dedication Agreement (due to insolvency, liquidation or refusal

to pay), sufficient funds are immediately paid by the bondsman so that the Council can make

the highway safe for public use.

Alternatively, the Council will accept a cash sum to perform the same function. This is returned

together with interest if the highway scheme is delivered satisfactorily.

It is the Council's policy that the Bond is entered into (or the cash sum deposited with the

Council) at the time the Highway Works or Dedication Agreement is completed.

No works will be permitted on the public highway until the Highway Works Agreement

has been completed and the pre-commencement requirements contained within the

Agreement satisfied.

For a Highway Works Agreement, the bond value will be the value of the works plus Optimism

Bias calculated as set out below.

Applying Optimism Bias to Contributions to Highways Works and/or Highway Works Bonds

Transport projects are inherently risky due to the long planning horizon and complex

interfaces. Often the project scope or ambition level will change significantly during project

development and implementation. Changes may be due to uncertainty at the early project

stages on the level of ambition, the exact corridor, the technical standards, project interfaces

and geotechnical conditions, etc. Hence, a certain degree of budget uncertainty exists which

will typically be reduced through the project cycle.

This complexity should not be a surprise to the experienced planner as the occurrence of a

certain number of unplanned events is the norm rather than the exception in t ransport

infrastructure projects.

The Council adopted optimism bias uplift has been based on the default uplift values in the

Department for Transport TAG UNIT A1.2 Scheme Costs Guidance dated January 2014.

The Optimism Bias will be applied to all contributions towards highway schemes and when

calculating the value of highway works bonds

Gloucestershire County Council adopted Optimism Bias Levels

Scheme Stage Optimism Bias Uplift

1 - Not technically approved 44%

2 - Technically approved* 3%

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It should be noted that Optimism Bias does not replace a contingency allowance and a

minimum 10% contingency should be added to any works valuations before Optimism Bias

is added.

*Technically approved includes confirmation from all relevant effected utility companies that

a scheme of protection / diversion has been agreed.

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Implementation

Detailed Design, Technical Approval, Construction and Adoption Where the Council considers that the carrying out of highway works on the existing public

highway are appropriate the Council will require a Highway Works Agreement to have been

entered into, Technical Approval to have been issued and its administration and inspection

fees to have been paid, prior to the commencement of construction. It is unlawful to

undertake works on the public highway without the permission of the Council.

Where new streets are being constructed, the Council recommends that a Dedication

Agreement (Section 38) is entered into. Technical Approval will need to be issued to the

proposed designs and the Council’s administration and inspection fees will need to be paid

prior to the commencement of the adoptable works.

If a Developer (or their contractor) starts works prior to technical approval being

issued or inspections commencing, then the Council may require additional material

testing and core samples to be taken, at the Developer’s expense, to ensure the road

has been constructed to a suitable standard. Without technical approval, the

Developer risks constructing a road that is not to an adoptable standard and having

to replace this infrastructure before the Council will adopt it as public highway.

Making an Application for an Agreement To apply for an Agreement the Developer must make a submission to the Council that

includes the following:

• A completed application form

• 1 copy of the location plan

• 1 copy of the legal agreement plan/s coloured in accordance with the GCC key

• Copy of the estimated cost of the highway works

• Initial fee – See Appendix D

• Copy of the planning permission notice

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Making a Submission for Technical Approval In order to obtain Technical Approval the Developer must make a submission to the Council

that includes the following documents:

• 1 copy of the location plan

• 1 copy of the detailed engineering layout (with all dimensions annotated)

• 1 copy of the longitudinal sections

• 1 copy of the highway construction details drawings

• 1 copy of the drainage layout plan and manhole schedule

• 1 copy of the drainage construction drawing

• 1 copy of the Stage 1 and 2 Road Safety Audit including a Road Safety Audit

Response Report and an Exception Report, if necessary (see Appendix B)

• 1 copy of the Walking, Cycling and Horse Riding Assessment Report and Review

where necessary

• Copy of the planning permission notice

• Evidence that the Water Authority are prepared to enter into a Section 104

Agreement for the surface water and foul sewers

• 1 copy of the street lighting scheme and specification (see Appendix J)

If applicable the following information should also be provided:

• Details of any Traffic Regulation Orders that will be required

• Highway drainage details including calculations and drainage catchment plans

• Copies of Approval in Principle document or Design/Check Certificate for highway

structures

• Detail plans of any roundabouts with contours

• Layout plan showing traffic signs and road markings along with traffic sign

schedules and sign details

Traffic signal design and details All information contained in the Submission for Technical Approval must be in electronic

format, with all plans and drawings being in PDF format. Failure to submit documentation in

this format could result in delays in the submission being reviewed by the Council. If

requested paper copies of the plans and documents must also be provided.

A more comprehensive list of the Council's requirements for a submission for technical

approval can be found in its document entitled Highway Agreement Submission Package for

Technical Approval, details of which appear in Appendix C.

If the developer fails to provide adequate and essential information then their submission will

be rejected incurring delays in the issue of technical approval.

In addition to the above information, the developer must also c pay the initial fee. This is a

non-refundable deposit that will be deducted from the total administration and inspection

fees, which are requested at a later date. This money is required to offset the costs to the

Council of carrying out the initial assessment of the submitted information. The amount of

deposit required is outlined in Appendix D.

Issuing Technical Approval Once the Council has received a complete submission it will then be allocated to a case

officer within the HLA Team. The Council’s consultants will undertake a detailed design

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review of the submission to ensure that submitted details are in accordance with MfGS and

other relevant design guidance including MfS and/or the Design Manual for Roads and

Bridges where applicable.

The Council will acknowledge receipt of a technical submission via email, and will detail any

required amendments or confirm that the submission is satisfactory. If following the

submission of amended plans, and subsequent design checks, further amendments are

considered necessary, further fees will be sought to cover the cost of each additional check.

If the Developer considers that such fees are not justified, then they should present their

case to the HLA Team and a relaxation of fees will be considered. However, no works

would be carried out on the technical approval work until these discussions had been

completed and any additional fees paid.

When the details are satisfactory and can be approved, an e-mail will be sent to the

Developer requesting final drawings for approval and payment of the Council's remaining

administration and inspection fees, calculated in accordance with Appendix D. If the

Developer consider that Inspection fees should be deferred (in the event that works are not

due to commence on site for a number of years), then they should present their case to the

HLA Team. No works subject to the agreement should commence prior to Inspection fees

being paid to the Council.

Upon receipt of the fees and drawings, the drawings will then be 'approved' and a Technical

Approval letter including a schedule of approved drawings will be issued to the Developer.

Following this the Highways Inspector and the Council’s Street Lighting Team will be

instructed to commence inspections of the site.

After Obtaining Technical Approval If the Developer wishes to revise the approved design, after technical approval has been

issued, and the amendment will affect any part of the existing or potentially adoptable

highway, then copies of the revised drawings should be submitted to the Council fo r

approval.

If the details are satisfactory then a revised technical approval will be issued.

If the Developer will be placing or amending any apparatus (for example sewers) within the

existing highway then a Section 50 Licence will need to be obtained.

Road Safety Audits The Council will require Road Safety Audits to be undertaken in accordance with the local

guidelines (see Appendix B).

• A copy of the Stage 1 and 2 Road Safety Audit MUST be provided, along with a copy

of the Designer’s Response and, if necessary, a copy of the Exception Report prior to

this issue of technical approval.

• A Stage 3 Road Safety Audit MUST be provided, along with a copy of the Designer’s

Response and, if necessary, a copy of the Exception Report, and all

recommendations resolved prior to issue of the completion certificate.

• A Stage 4 Road Safety Audit MAY be requested prior to issue of the Final Certificate.

If a Stage 4 Audit is required it must be submitted along with a copy of the Designer’s

Response and, if necessary, a copy of the Exception Report, and all

recommendations resolved prior to issue of the final certificate.

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Traffic Management Systems

Introduction Traffic management systems include travel signals, pedestrian crossings, and other traffic

control systems such as Variable Message Signs, Closed Circuit Television (CCTV)

cameras and other camera based vehicle monitoring systems. These systems are

maintained and managed by the Network Management Team at the Council, and are

intended to ensure sound traffic management to reduce traffic congestion and improve road

safety for all road users.

Traffic Regulation Orders It may be necessary to amend a Traffic Regulation Order (TRO) to facilitate development.

Whilst this is possible caution should applied by the applicant and the LHA alike. A TRO

process is a publicly object able process which is address outside planning legislation,

therefore there must be an essential need to implement such order and a reasonably likely

prospect of the order being delivered. In those instances a pre commencement Grampian

styled condition will be applied to any permission and the costs associated with the order

must be paid by the applicant either as a S106/UU obligation at the planning stage or as part

of the S278 implementation process.

The agreement of an amendment to a TRO at the planning stage does not guarantee that

any order can be delivered.

Traffic Signals Early contact with the Council at the earliest possible opportunity (pre planning application

submission) is recommended to discuss the implications of the proposals on the highway

network.

Intelligent Transport Systems (ITS) are an important tool in the monitoring and management

of the highway network. The Council is committed to the installation, where appropriate, of

ITS equipment including CCTV, Automatic Number Plate Recognition (ANPR), Journey Time

Management Systems (JTMS), Car Park management systems, Variable Message Signs

(VMS) and communication cable ducts at or in the vicinity of any new junction onto the

highway network. Alternatively, a financial contribution to a wider route/area based ITS

strategy may be required.

All junctions will be either part of the Urban Traffic Control System (UTC) in place within the

main urban areas, or, if a standalone junction, then MOVA will be the preferred control

system. At key junctions both UTC and MOVA may be requested.

The current requirement for signal aspects is that they shall be all LED type. Signal

controllers and installation cables will be Extra Low Voltage (ELV) unless otherwise agreed

by the Council. Only equipment approved by the Council will be permitted for use on the

highway.

Where a signal controlled pedestrian crossing is proposed, it should be noted that the

Council has a policy of not installing Pelican crossings - only Puffin and Toucan crossings

are accepted. Zebra Crossings will also be considered in the appropriate setting.

The Traffic Signals Developer Information Pack (available in Appendix G) . The Pack is

intended as an aid to developers helping them to meet the required standards. The Pack is

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not a design guide in its own right and should be read in conjunction with this manual and

the Design Manual for Roads and Bridges.

Variable Message Signs Variable Message Signs (VMS) are often used to inform drivers of traffic conditions, car

parking availability or other useful information that might assist them with their journey. On

the local highway network, three main forms of VMS are currently in use.

Vehicle Activated Signs (VAS) are used to tackle local traffic management issues, such as

speeding, by seeking to amend driver behaviour through the use of informative messages.

Where such signs are proposed as part of a development, the type and location of the signs

should be agreed with the HDM Team and Gloucestershire Highways, and a commuted sum

based on inspecting and maintaining the equipment over 25 years will be required to offset

future operational costs associated with the equipment. Early discussion with the Council’s

HLA Team is recommended.

Traffic Signs and Road Markings Traffic signs play an important role in assisting road users by:

• Providing warnings of potential hazards

• Providing instructions that need to be followed

• Providing clear directions to specific destinations

• Providing clear directions on which lane drivers should use to reach specific

destinations, especially on the approach to junctions.

The Developer will be expected to identify what signs are required as part of the design

process, in accordance with the Traffic Signs Manual (TSM) as published by the Department

for Transport (www.dft.gov.uk).

The Government and the County Council are committed to reducing sign clutter. The over-

provision of traffic signs can have a detrimental impact on the environment and can dilute

more important messages.

Where works are required on the existing local road network, the Council will expect the

design process to include a review of existing signing, and will expect the Developer to

remove, replace or upgrade road signs as appropriate to accommodate the requirements of

the new development.

The Council will expect road markings to be provided on major roads, notably the A and B

Road network. On minor roads and new streets it may be that certain road markings, such

as centre line and giveway markings, will not be required.

Street Furniture and Other Roadside Equipment A wide range of street furniture and roadside equipment might be required to address

specific issues in relation to traffic management. These include:

• Pedestrian guardrails

• Road Restraint Systems

• Bollards

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• Verge Marker Posts

• Grit Bins

• Cattle Grids

Where the need for such street furniture is identified and has been agreed by the Council,

the design should be in accordance with GCCs requirements.

Grit Bins Grit bins should be provided in accordance with the Council’s Winter Maintenance Policy

Road ‘Un-Adopted’ Signs Once a new road is open so that the public can access it freely, the Developer must ensure

that contact signs are prominently displayed.

Street Lighting Please refer to Appendix J for Gloucestershire’s Street Lighting specification and Drawings.

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Glossary

Active Frontage – A street with accesses, people and activity.

Adoption – The dedication of a Street through the Highways Act 1980

Bellmouth – A junction using radius kerbs

Carriageway – The vehicle spaces of a street

CD 123 – National Guidance for the consideration and design of junctions

Commuted sum – A financial sum paid towards future maintenance

Condition – Restrictions and Limitations on Planning conditions

Construction Environmental Management Plans – A tool to control the construction phase of

developments

Crossings - Toucan, Puffin, Zebra, Pelican, dropped kerbs

DMRB – The national design standard for trunk roads and motorways. Provide good practice

for Local Highway Authorities.

Footway – Pedestrian space adjacent to the carriageway

Frontagers – Properties which have access onto a street.

HDM – Highway Development Management

HLA – Highway Legal Agreements

Junction Radii – The size of the curve accessing or exiting a side road.

Level Surface – A flush space for all users to share.

LPA – Local Planning Authority

LTP – Local Transport Plan

Manual for Streets 1 & 2 – National design guidance for the design of new streets and

modifications to existing roads.

Modelling – A series of tools to assess impact for a variety of modes at a local and strategic

scale.

Private Road – A street that has been built to an acceptable standard which the

development has chosen to keep private.

Private street – A existing street which has a public right of access over a private roads.

Frontagers may be obliged to bring the street up to standards.

Public Right of Way – A Footway or Bridleway. Forms part of the definitive map.

S106 – A legal agreement used to obligation actions or contributions to mitigate

development.

S278 - A form of licence to allow a private developer to work in the Public Highway to form

consented works.

Transport Assessments – An appraisal of policy, impact and mitigation for a development

proposal.

Travel Plans – A tool to promote sustainable transport associated with development.

TRO – Traffic Regulation Order, legislation for parking restrictions, speed limits and turning

bans.

Turning head – The space provided to allow vehicles to manoeuvre.

Vertical alignment – The profile of the road

Visibility splay – The area of land needed to see and approaching vehicle or pedestrian

X distance – The distance from junction which the visibility splay is measured

Y Distance – The visibility splay distance measured parallel to the kerbline.